2019 Porsche Panamera GTS First Drive Review: A Sharper Image

The all-new Panamera sedan and Sport Turismo wagon get the GTS treatment.

The GTS tag first appeared on the first-generation Cayenne and 911, representing greater power and more responsive handling while retaining everyday usability. Based on the Panamera 4S, the first generation Panamera GTS of 2012 had a sharper, sportier image that placed it between the 4S and Turbo models.

While the Panamera Turbo and Turbo S are supreme autobahn stormers, the GTS is the weapon of choice for a twisty road. In handling, engine response and exhaust soundtrack it is the most engaging steer of the Panamera range, a formula vindicated by the sales success of both the original and facelifted GTS models.

Distinctive Design Cues

Visually, the GTS stands apart through the black elements of the emphasizes Design package. The headlight lens background is black as is the rear light reflector strip between the blacked out taillights and lower rear valance insert. The 20-inch alloy wheels are also painted black, although alternatives such as black wheels with a polished outer rim, and conventional silver wheels are available too.

Engine Borrowed From Panamera Turbo

The first generation GTS models were based on the naturally-aspirated 4.8-liter V8 powered Panamera 4S. However, for reasons of economy and emissions, the second generation Panamera 4S is powered by a twin-turbo V6 motor.

As the GTS philosophy is based on a V8 and a sports exhaust that emphasizes its NASCAR grade growl, this soundtrack has been a Panamera GTS hallmark from day one.

Retaining the V8 essence for the new GTS in the face of the downsized Panamera 4S V6 motor was essential, and the obvious solution was to use a detuned version of the 4.0-liter twin-turbo V8 that powers the Turbo. In line with the GTS ethos, the model specific sports exhaust has been tuned for optimum sound, especially when the flaps are opened. This is achieved either when the driver pushes the exhaust flap button on the center console or when Sport and Sport+ modes are selected via the steering wheel mounted drive mode knob.

Supercar Performance

Thus the Turbo’s 4.0-liter V8 engine with two turbochargers nestled in the Vee between its cylinder-heads was transplanted wholesale into the GTS and its power and torque outputs detuned via the ECU mapping. Peak boost pressure is down from 1.3 bar to just 0.8 bar with no overboost facility.

This means the GTS motor has a huge amount of headroom, which the engineers use to ensure the car can maintain its full performance at altitude. It also means that the cooling system is overspecified for the reduced engine output so track work in high ambient temperatures is not an issue.

The new big numbers are 460 hp at 6,000-6,500rpm with 457 lb-ft of torque from 1,800 to 4,500 rpm. Helped by the unerring traction of the 4WD system 0-62mph takes just 4.1 seconds, with 100 mph passed in 9.6 seconds from rest. Top speed is 181.4mph.

As with the other engine variants in the current Panamera range, there is a Sport Turismo GTS, so you can have a spacious daily driver with no compromise in driving enjoyment.

Tipping the scales at 4,464 lb, the heavier and marginally less slippery GTS Sport Turismo (sedan Cd 0.31, ST 0.33) shares the sedan’s 0-62mph time, but takes 0.1 longer to get to 100 mph, and is 2 mph down in top speed.

The Panamera 4S, GTS, and Turbo all use the same ZF eight-speed PDK dual-clutch transmission, with their respective clutch diameters sized according to power and torque. The 550-hp Turbo owns the beefiest clutch, with the GTS unit occupying the middle ground.

The other half of the mechanical changes that meet the GTS formula lie in the suspension set up. The latest Panamera uses three-chamber air suspension to offer the widest possible range of settings from Comfort to Sport.

The GTS set-up starts off 10 mm lower than the Turbo in its Normal setting with the bump stops shortened by the same amount so as not to compromise wheel travel.

For ground clearance reasons on the road, there is a minimum safe height in Sport+ mode, which is the same for both the Turbo and GTS. Thus the GTS is lowered 18 mm in front and 10 mm at the rear in Sport+, with the Turbo dropping 28 mm and 20 mm respectively.

Beautiful Interior With Distinctive Styling

The second generation Panamera has a radically different cabin from its predecessor. Both the GTS and its Sport Turismo sibling are based on the normal wheelbase car so cabin room is good but obviously not as spacious as an S-Class, A8 or 7-Series. But this is a more driver-oriented car, and the four seats with integrated headrests are comfortable with good all-round support.

The dashboard with its big infotainment touchscreen is not just modern but also downright good looking with intuitive control buttons on the center console. Small details matter in a car of this class and we like the fact that the volume control for the audio system is a practical knurled roller knob rather than one of those silly digital controls that can be tricky to work accurately on the move. A new feature introduced at this time for all Panamera models is the Head-Up Display (HUD), one of the best systems we have encountered in terms of clarity.

The GTS look consists of black leather seats with Alcantara centers, Alcantara headlining, and Alcantara steering wheel rim. An option is red seatbelts, red stitching for the seats, center console and dashboard as well as the GTS lettering in the headrests.

These red accents deliver a splash of color to the otherwise monochromatic trim, while the optional carbon-fiber inserts for the doors, center console, and door sill inserts add further perceived value to this high-quality cabin.

Driving And Handling

The handling of the more sporting GTS also benefits from uprated anti-roll bars front and rear. As with the Turbo, these are hollow to save weight and the GTS front bar is increased in diameter from 21.5mm to 24.0mm, while the rear bar maintains its 26.5mm outer diameter but uses thicker tubing to increase its rate.

The overall effect of these changes is to reduce understeer, thus improving turn-in to bends, while the lower ride height reduces body sway over bumps and lowers the overall center of gravity for improved stability.

Beyond these hardware upgrades, the other changes are all done on the electronic control applications. For instance, the standard fit PASM (Porsche Active Suspension Management) is set up to offer greater damper force resistance at any given point in its curve thus delivering a more sporting ride with no change in the overall ride character. This provides comfort through improved body control.

The other application changes are in the PTM (Porsche Traction Management) system. With less torque being fed to each wheel by the detuned V8 the mapping has been calibrated to send a bit more power to the rear in Sport and Sport+ modes. This makes the car feel even more agile and sporting.

As with other Panamera models active rear steering is an option and noticeably helps this big, heavy car turn in with a greater feeling of agility, while aiding stability at high speed.

Our comprehensive test route to the Bahrain International Circuit took in town and highway driving where the Normal suspension setting displayed a high level of ride comfort despite the big 9.5J and 11.0J x 20-inch wheels shod with 275/40ZR20 and 315/35ZR20 Michelins. You can get 21-inch wheels as a factory option, but frankly the 20s are aesthetically balanced for the size of this car and are less vulnerable to road imperfections.

The calibration of the three-chamber air suspension has been carried out to perfection and the GTS has a supple secondary ride with good low-speed bump absorption capability around town. The advantage of the tightened up damping curve is that Normal is now a good all-round setting for road use below the level where you want to drive aggressively on a twisty road and require Sport.

The idea of monstering a big, heavy sedan around a racetrack has always been quite bizarre, but the Panamera GTS takes to the very technical F1 corners of the Bahrain circuit well.

With Sport+ duly engaged, the slow Turn 1 going into Turn 2 sequence is the trickiest and most technical part of this track for a big, heavy car with little or no downforce. Keeping your speed in check and not being greedy with the throttle is the secret here, making full use of the 4WD grip before unleashing the whole power curve towards Turn 3.

The rest of the track is fast and flowing and you can get a good rhythm going, just being patient in the two long medium speed bends where you have to hold the car on the edge with a constant throttle to avoid understeer or oversteer.

The only other tricky bend is Turn 10 where you have to brake hard, initially in a straight line away from this slow, distorted U-shaped left-hander. As you approach the final turn-in point, your straight-line braking becomes trail braking as you apply some left lock before coming off the brakes as you turn into the tight left hander.

You need to get your speed right down for this last bit, as carrying too much speed will result in understeer. If you miss the apex here it will screw up your exit speed, which in turn affects your terminal speed at the end of the subsequent straight.

What was most apparent on track is just how wieldy and responsive this big, heavy car is in an environment that luxury sedans are simply not designed for. If anything, the long straights of this Formula 1 fixture showed up a relative lack of power to eat up the long straights, something the Turbo and Turbo S e-Hybrid make up for, but are less able to deploy because of their more comfort biased chassis settings.

The new Panamera GTS is a fine luxury sports sedan that should continue the sales success of its predecessor. With no direct rivals, least of all for the Sport Turismo version, the GTS remains a unique proposition for Porsche enthusiasts who need a stylish, rapid and roomy daily driver that is also engaging to drive.

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2019 Porsche 911 GT3 RS First Drive Review: Another Huge Leap Forward

Porsche’s latest track attack weapon is fast and user friendly.

Only eight street legal production cars have broken the 7.0 minute benchmark on the Nurburgring Nordschleife. Three of these are Porsches. The 918 Spyder did a 6:57 back in 2013, the GT2 RS ran a sensational 6:47.3 lap late last year, and now the GT3 RS has clocked 6:56.4 min, an amazing lap time for a naturally aspirated 911. Significantly, the 996 GT3 RS of 2003 was the first model worked on by Andreas Preuninger, now Director of GT cars at Porsche. Back then, its 7:48 min lap time set by Walter Rohrl was pretty rapid.

By 2011 the 997 GT3 RS 4.0 had reduced that time to 7.27 min, 6.0 sec faster than the Carrera GT of 2004, and by 2015, the first generation 991 GT3 RS recorded 7:20 min. The 6:56.4 min lap clocked by Kevin Estre shows a massive leap in performance of over 24 seconds in just three years, with nearly 36 seconds shaved off the world’s most famous 20.6 km long lap in three generations of GT3 RS. “Our computer simulations gave us expectations of around a 6:58 min lap at best,” recalls Uwe Braun, Manager Motorsport GT Line. “We had a small team of five engineers, five mechanics and two drivers at the ‘Ring. Lars Kern, our works driver who set the GT2 RS record last year did two laps at 6:59.3 and 6:57.5.

Then Kevin came on board and did a 6:57.7 min lap followed by the record breaking 6:56.4 sec lap.” These numbers were prominent in my mind as I ventured onto the Nurburgring GP Circuit, a modern, quite technical track with a very grippy surface that is far less forbidding than the Nordschleife next door that is famously used by the industry to benchmark fast cars. A few significant numbers first. The new GT3 RS weighs 1,420 kg and its 4.0-liter naturally aspirated flat-six motor develops 520 hp at 8,250 rpm with a 9,000 rpm limit. Peak torque is 347 lb-ft at 6,000 rpm, but the torque curve is actually quite beefy below that, so you can go very quickly even when you limit yourself to helpings of go under 6,000 revs.

By any standards a car that can blast to 62 mph in 3.2 seconds, pass 100 mph in 6.9 sec, 124 mph in 10.6 sec and that can top out at 194 mph is very rapid, but as the GT3 RS is a track-biased road car I was curious to see how it would stack up against the 580-hp 4WD 911 Turbo S driven by Porsche works driver, Jens Richter. The answer was very well indeed. From the first lap it was clear that the more powerful Turbo S benefitted from its superior traction and torque coming out of bends and also at the end of a long straight. It was equally clear that the 200-kg heavier Turbo S could be reeled in under braking, using the full might of the huge stoppers adopted from the faster and heavier 918 Spyder.

The Turbo was also at a disadvantage in sheer mechanical grip in bends where its 4WD system gave it no edge. In addition, its street tires started to wilt after a couple of laps, forcing the driver to manage the car more and more with each passing lap, while the Michelin Cup 2 tires on the GT3 RS only got better. This, and the huge amount of downforce from the revised aero package, meant I could trail brake the GT3 RS deep into turns, confident of the grippy front end and fine real balance, and then get back on the sharp throttle to manage the cars attitude past the apex. After lap three I had to hang back a bit from applying the throttle too early past the apex or I would have driven into the back of the Turbo S.

This is exactly how much better the GT3 RS is in technical sequences of bends compared to the mighty 911 non-GT flagship. On full noise throttle, response of the 4.0-liter flat-six is simply electric. And being naturally aspirated you can almost hear every 100 rpm you add to the rev counter as its needle soars towards the 9,000 rpm limiter in each gear. The soundtrack is akin to a deep buzz saw that goes up in octaves as the engine chases the redline. The seat of your pants is the best judge, and the GT3 RS is one of those cars that you feel you are strapping on rather than merely sitting in when you drop into the deep bucket sports seat. You can have the plain vanilla GT3 RS, a Clubsport package that brings a steel half rollcage and fire extinguisher.

Or push the boat out and order the Weissach Package as many GT2 RS buyers have. This includes many lightweight niceties such as a titanium bolt-in roll cage, carbon-fiber hood and roof panels, magnesium alloy wheels, a carbon-fiber rear anti-roll bar, and even carbon-fiber paddle shifters. Interestingly, the standard roof is made from magnesium, and the carbon-fiber equivalent saves just 500g ), but looks good in combination with the hood. The interior is similar to the GT2 RS, but where the Weissach Package for the turbocharged car is a red that does not suit every exterior color, the GT3 RS WP has the choice of green and a non-controversial graphite grey interior.

“The 997 GT2 RS offered red as an interior roof trim option and the take-up rate was 40%, which is why we offered it on the new GT2 RS,” said Oliver. The air-conditioning delete option saves another 14 kg, but is not recommended if you ever wish to sell the car. “Out of the 5,000 first generation 991 GT3 RS cars we made, only 20 owners ticked the box for a/c delete,” said Oliver. “It might sound good on paper but the discomfort you will experience when wearing a race suit and helmet on track in summer is simply not worth it. You will likely be slower just because you cannot concentrate as well compared to when you are cool and comfortable.”

In fact the take-up rate for the GT2 RS Weissach Package has been so great that GT3 RS owners who want the same are being stalled by the relatively slow production rate of the magnesium alloy wheels. Uwe Braun, Manager, Complete Vehicle Motorsport GT Model Line, explained the standard forged aluminium wheels and the optional magnesium wheels are identical to those of the GT2 RS, which means center lock wheels of 9.5J x 20-inch in front and 12.5J x 21-inch at the rear, shod with the same 265/35ZR20 and 325/30ZR21 Michelin Cup 2 tires. These wheels are made by BBS and the magnesium option saves a significant 12 kg per set.

The changes that help the GT3 RS engine (internally known as the 9A1 MA177 variant) develop its extra 20 hp and 7.4 lb-ft of torque over the GT3, stem from the ram air intake system and slight changes to the timing of the variable camshafts that make full use of the extra air. Like their race engine counterparts these high revving engines feature solid lifters with tappet clearances set at the factory for life. The exhaust system is also identical to the GT3’s apart from the two exit pipes, which are a slightly larger 98-mm diameter for visual reasons. “The extra torque is not at any one point but is instead a move upwards of the whole torque curve to compensate for the greater aerodynamic downforce,” Thomas explained.

“The ECU mapping is also aimed at delivering even better throttle response and perceived ‘punch’ in line with the RS’s role. In the GT3 family philosophy, the track-biased RS sits in the opposite corner to the GT3 Touring, which is a manual gearbox only road-biased model.” Oliver Berg explained that the GT2 RS and GT3 RS share the same bodyshell, but where the rear wheelarch intakes direct ram air to the intercoolers of the former, they send air to the intake system of the naturally aspirated car. “This a more effective system than the previous GT3 RS models which had ram intake scoops on the engine cover lid,” says Oliver. “The side intakes enhance the air velocity and we can get an additional 25 to 30 hp over the rated 520 hp output at 186 mph.

The effect of all these incrementally improved parts is 40% more downforce than the old car, and the solid bushes in the suspension and various lightweight components make for a driving machine that talks to you and stirs up genuine excitement. The electric steering is superb, and at the other end of the car you really don’t realise that the rear wheel steering is there, so progressively and seamlessly does it help you turn into a bend and stabilise the car. In fact it has got to the point where you can no longer tell that the GT3 RS has its engine in the rear. Except of course when that extra weight over the driven wheels is helping you exit a bend faster than any front engine rear drive or mid-engine car can manage.

You can talk about engine power, PDK shifting speeds, aerodynamic downforce and lower drag. You can also talk about rear wheel steering, better tires and lightweight components. But the ultimate reason that the new Porsche GT3 RS is so fast and user friendly is the perfect mix and balance of components and how they interact with one another. This is neatly summed up by Andreas Preuninger sage words that his team has made “11,000 parts feel like one.” That in a nutshell is what the best and fastest naturally aspirated 911 ever is like to drive.

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2019 Porsche Macan Poses As We Get To Look Inside For First Time

We’ve already seen the facelifted exterior, but these new spy shots give us a first look at the 2019 Macan’s updated interior.

Believe it or not, the Porsche Macan has been on sale for over four years now. It’s safe to say the Cayenne’s smaller sibling has been a monumental success story for the automaker: the Macan is Porsche’s best-selling model by a huge margin, with over 97,000 units delivered worldwide and nearly 21,500 sold in the US last year, which was nearly double the sales of Cayenne, in what was a record year for the manufacturer. But maintaining that sales momentum poses a challenge for Porsche, because the Macan is starting to show its age.

Porsche isn’t planning to unleash an all-new Macan until 2021, which means the current generation model will be based on the outdated last-generation Audi Q5 platform until then. To keep it looking fresh, the Macan will soon be getting a makeover as part of the SUV’s mid-cycle refresh. Our spies recently caught a prototype of the updated Macan being tested wearing very little camouflage. The design changes are quite subtle, with updated LED headlights and taillights and restyled front and rear bumpers. A layer of tape has also been applied to the tailgate, which is most likely hiding a full-width light strip connecting the taillights like its larger Cayenne sibling and the latest Panamera.

While we’ve already seen the exterior of the 2019 Macan in previous spy photos and videos, this latest batch gives us a first look at the interior, which has had a significant upgrade. The infotainment system has a noticeably wider screen than the outgoing Macan, with repositioned air vents to make room for it. The air vents now have a vertical shape compared to the horizontal-shaped vents in the current model. The updated Macan is also expected to arrive with some engine updates. Reports suggest the current car’s turbocharged 3.0-liter and 3.6-liter V6 gasoline engines will be replaced with more powerful 3.0-liter and 2.9-liter units.

The 3.0-liter V6 unit powering the current Macan S produces 335 hp, while the twin-turbo 3.6-liter powering the current Macan Turbo produces 394 hp. A fully electric version is also expected to be introduced for the next-generation Macan. Porsche hasn't hinted when we can expect the 2019 Macan to debut, but there's a good chance we'll see it either at Geneva next month or at the New York Auto Show later the same month.

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The 544-HP Porsche 911 GT1 Evo Was The First Mid-Engined 911

Imagine what this thing costs today.

There’s no doubt about it: Porsche is the king of the Nurburgring. Late last week, Porsche announced its 919 Evo hybrid had smashed the Nurburgring all-time record, clocking in at 5:19.545. Because the Porsche has withdrawn the car from endurance racing, such as Le Mans, the 919 no longer had to abide by certain regulations, thus allowing Porsche to rework the car’s aerodynamics. But before the 919 hybrid, there were other endurance racers such as the 911 GT1 Evo, in service from 1996 until 1998.

Porsche has just released this video looking back on the 911 GT1 Evo, the first mid-engined 911. Because of the FIA’s homologation rules, Porsche was required to build 25 road-legal versions, all of which came powered by a twin-turbo boxer engine with 544 hp. Top speed was an impressive 193 mph. It weighed a total of just 2,535 pounds.

While the race-going versions competed in the GT1 class at, for example, Le Mans, the road-legal GT1’s found their way into the hands of very wealthy and prestigious owners. You might find one for up for sale on a rare occasion, but be prepared to pay handsomely. Although no everyone will dig its 996-style headlights, there’s no doubt the 911 GT1 Evo was special and totally looked the part of a street-legal endurance race car.

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The First Porsche 911 Convertible Ever Built Heads To Auction

A rare opportunity to own one of the most historically significant Porsches ever.

Since Porsche’s humble beginnings in the 1960’s, it took nearly 20 years for the 911 Cabriolet to make its debut in 1982, the first proper Porsche convertible following the 911 Targa. The classic Cabriolet has since become a staple of the iconic 911 range over the last few decades, with many varieties to choose from, but back then it was a milestone moment for the German manufacturer. Porsche built a little-known prototype of the 911 Cabriolet in the 1960’s – and it’s going up for auction next year.

In fact, this isn’t technically a 911, it’s a 908 Cabriolet which was the original name for the 911 before Peugeot changed it. This 1964 example of the 908 produced by Karmann is especially rare. Just 13 prototype models were made, only two of which exist today. However, only one was built as a Cabriolet, making this the first of its kind to ever be built by Porsche. As the auction describes it, this 908 is "one of the most historically important Porsche ever offered on the open market." Its chassis is listed as #13360 and is believed to be the second-oldest 901/911 that exists today.

The 908 prototype paved the way for the iconic 911 Targa in 1967, but it would take 18 years before Porsche brought the prototype into fruition and release the first 911 Cabriolet due to fears of increasingly strict US safety legislation at the time. Admittedly, the specs aren’t quite as impressive as they probably were in 1967: the 901 is equipped with a 2.0-liter flat-six engine producing around 130 hp. Still, considering its age it looks to be in great condition apart from the interior which is showing some signs of wear. This rare breed of Porsche will be going under the hammer at RM Sotheby's auction in Paris on February 8, 2017.

Its historical significance will no doubt make it highly desirable to avid Porsche collectors, so expect the price to reflect that – the auction house estimates it will sell for around $900,000 - $1,060,000.

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This Is Our First Look At The Porsche 718 Cayman T

Applying the same winning formula of the 911 T to the 718 Cayman.

What began as a rumor was then confirmed by Porsche who admitted a 718 Cayman T was in development. Like the acclaimed 911 T, the 718 Cayman T will focus on shedding weight and delivering a more driver-focused feel. Sort of a back to basics mentality, at least for Porsche. Today, our spy photographers have snapped the first images of the 718 Cayman T out testing on the roads around and at the Nurburgring. Although Porsche has yet to confirm it, sources claim deliveries will get underway sometime in the first half of 2019.

The Cayman T will be slotted directly in between the Cayman S and GTS in terms of pricing and overall driving experience. Behind the driver and passenger seats will sit the familiar turbocharged 2.5-liter flat-four engine which in the S trim produces 350 hp and in GTS form 365 hp. Figure around the 360 hp mark for the T.

Porsche is being Porsche when it comes to making the car lightweight, utilizing thinner glass, sports seats and those nifty fabric door pulls in place of traditional handles. The audio system will likely come as an optional extra. Without it and combined with those other weight-saving measures, a total of around 45 pounds will be gone. Jenny Craig would be proud.

Based on these spy shots, it looks like the sports exhaust from the also upcoming Cayman GT4 will be part of the package. We also expect the Cayman T to include a stiffer and lower suspension (by around 10 mm), 20-inch wheels and the Sport Chrono package. We don’t have a reveal date just but we wouldn’t be surprised to see the Porsche 718 Cayman T debut in late November at the LA Auto Show. If not there, Geneva the following March would be very likely.

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All-New Porsche 911 Turbo Cabriolet Spied On The Street For The First Time

The new 911 Turbo has been spotted with the roof down for the first time.

It’s been a while since we had a new sighting of the new Porsche 911 Turbo as the automaker prepares to unleash the new 992 generation of the iconic sports car. As the summer ends, a test driver has been caught taking advantage of the fleeting sunshine, giving us our first look at the next-generation Porsche 911 Turbo Cabriolet with the top down. This isn’t the first time we’ve seen a glimpse of the 911 Turbo Cabriolet, however, as a prototype of the convertible sports car was spotted getting a workout at the Nurburgring back in June showing off its soft top roof.

Porsche has tried to disguise sections of the front fascia, but it otherwise looks production ready. Compared to the standard 911, the new Turbo sports wider fenders giving it a more muscular appearance and a large rear spoiler.

Sources suggest the next-generation 911 Turbo will be powered by a twin-turbo flat-six with an output of around 600 horsepower. Don’t forget the current 911 Turbo S packs 580 hp, so it isn’t unreasonable to expect the all-new model to deliver at least 600 hp. Power will be sent to all four wheels through the latest version of Porsche’s seven-speed PDK dual-clutch transmission.

The 992-generation Porsche 911 Carrera, which has already been spied undisguised multiple times, will likely be unveiled in November at the LA Auto Show. Looking back at Porsche’s model history, the Turbo version typically debuts a year after the Carrera, so we’re not expecting the new 911 Turbo to arrive until later next year, possibly at the 2019 Frankfurt Motor Show.

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Porsche Looks Back At First 911 Models

Ahead of the eighth generation's imminent reveal.

There is perhaps no more recognizable sports car on the planet than the 911. Introduced on 12 September 1963 at the Frankfurt Motor Show as the 901 it was renamed the 911 a year later and Porsche haven't looked back since, well until now that is.

Few could have predicted that its rear-mounted flat-six engine layout and teardrop silhouette would still be with us over half a century later, yet on the 27 November, the eight-generation of this world-conquering sports car will be revealed. To reflect on this model's development milestones we take a look, with Porsche's help, at the first two generations of the 911.

That first model to arrive offered up 130 horsepower from its 2.0-liter flat-six motor, plenty for the day and capacity increases soon saw this figure increase to 190 hp in the 2.4-liter 1972 911 S. Notable developments included the introduction of the lightweight Fuchs wheel, the Targa cabriolet model, mechanical fuel-injection and perhaps the most revered 911 of them all, the 210-hp 1973 2.7-liter Carrera RS.

With a total of 111,995 911 models sold in the first decade of production, the stage was set for the second-generation G models to take over the reins.

While outwardly similar in design, a trend that continues to this day, the G model was thoroughly redesigned and ushered in a range of technical improvements that allowed it to take on a new generation of sports cars, not least Porsche’s own 928 which was introduced to eventually replace the 911. Major milestones in the long-running G model’s lifecycle included the 1974 260-hp 930 Turbo, a supercar-rivaling machine, as well as the introduction of a proper Cabriolet to join the Coupe and Targa models.

Power outputs and engine capacities continued to increase for the standard models too and special editions like the Speedster and Club Sport added further appeal to the range. Built for 16 years right up until 1989, 198,496 G model variants were eventually built. They not only fought off the 928 but had become the benchmark by which most competitors measured themselves.

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2018 Acura NSX First Drive

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Water will comeout the upper hose. The swap might be to the fitting of thegas tank. The place is the gasoline pump relay swap for a 1996 ford ranger? The place is the fuel pump relay for 1996 Nissan sentra? The producer's recommendation is conservative, so you could possibly fastidiously scale back the gas octane. Do you want to make use of 92 octane gasoline in a 2010 Lexus RX350? Slide the cease ahead and remove it from the glove field. ILX is all-new from the A-pillars ahead - inspired by the Acura Precision Concept. The 2006 Acura TL has 12.5 cu.ft. What is the EPA metropolis and freeway mileage estimate for the 2006 Acura TL? The rear track of the 2006 Acura TL is 5 ft. Acura performance chips are more helpful for vehicles with modification. The Hockey town has steadily grown from a sleepy residence to the hub of sleek vehicles.

Here's Our First Look At The Next-Generation Porsche 911 GT3

This is the 911 we'll all be waiting for.

The next generation 911 (dubbed the 992) is almost here and is set to debut next month at the 2018 Los Angeles Auto Show. We have already seen various spy shots of the car with little to no camouflage, revealing the car's entire design. Porsche will show off the Carrera S and 4S first, with other models and variants to follow.

The GT3 likely won't arrive until mid-way through the 992's lifecycle but our spy photographers have already captured pictures of a test mule out on the Nurburgring.

We recently spotted what looked like a GT3 prototype doing some winter testing but this new test mule looks very different. The wing looks much larger this time around and the car is riding on a different set of wheels. In any case, the Nurburgring seems like the better venue to take advantage of the GT3's performance.

Rumors suggest that the next GT3 may go with a turbocharged engine instead of the 4.0-liter flat-six found in the current car. While capturing photos of the car, our spy photographers said this prototype sounds more like a normally aspirated engine.

Estimates for the output are around 550 horsepower, making it significantly quicker than the 911.2 car. This prototype is still hiding a lot of detail and it's hard to know for sure if some of the features are finalized. For example, that wing looks a lot bigger than the current GT3's and will likely shrink by the time a production version rolls around.

We may not see the production version of the new GT3 for a while but it is nice to get our first good glimpse of the car.

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The 544-HP Porsche 911 GT1 Evo Was The First Mid-Engined 911

Imagine what this thing costs today.

There’s no doubt about it: Porsche is the king of the Nurburgring. Late last week, Porsche announced its 919 Evo hybrid had smashed the Nurburgring all-time record, clocking in at 5:19.545. Because the Porsche has withdrawn the car from endurance racing, such as Le Mans, the 919 no longer had to abide by certain regulations, thus allowing Porsche to rework the car’s aerodynamics. But before the 919 hybrid, there were other endurance racers such as the 911 GT1 Evo, in service from 1996 until 1998.

Porsche has just released this video looking back on the 911 GT1 Evo, the first mid-engined 911. Because of the FIA’s homologation rules, Porsche was required to build 25 road-legal versions, all of which came powered by a twin-turbo boxer engine with 544 hp. Top speed was an impressive 193 mph. It weighed a total of just 2,535 pounds.

While the race-going versions competed in the GT1 class at, for example, Le Mans, the road-legal GT1’s found their way into the hands of very wealthy and prestigious owners. You might find one for up for sale on a rare occasion, but be prepared to pay handsomely. Although no everyone will dig its 996-style headlights, there’s no doubt the 911 GT1 Evo was special and totally looked the part of a street-legal endurance race car.

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5 Awesome First Cars For Less Than $10,000 That Parents Won't Hate

These cars will keep parents and teenagers happy at a reasonable price.

Parents can be understandably picky with what cars they want their kids to have as a first car. They want the car to be practical, easy to fix, reliable and above all, safe. Kids, on the other hand, usually want something fast, dynamic and cool. Most first-time drivers aren't going to be rolling around in something brand new. So we thought we'd set a reasonable budget of $10,000 when selecting five sedan models that should keep parents happy, while allowing first time drivers to have just a little bit of fun.

When we began our search for sub-$10,000 cars, we were expecting to put the Infiniti G35 on the list. We didn't realize that it's now perfectly common to find the much improved Infiniti G37 within this budget. Our search turned up plenty of 2009 to 2010 G37s in both coupe and sedan body styles. Remember, the G37 comes powered by a 3.7-liter V6 with either 325 or 330 hp. It's even possible to find these cars with a six-speed manual, but most we found were equipped with the seven-speed automatic. Either way, parents will love the quiet refinement of the Infiniti, while teenagers will loves its excellent VQ engine and dynamics.

It may not be the most common car, but rest assured that it's possible to find an Acura TL Type S for less than $10,000. Honda cars are notorious for holding their value, so the TL Type S models at this price will tend to be on the high side of mileage. We'd say that the TL is one of the safer cars to buy with high mileage because Honda's reliability is rarely questioned. Some parent's may not want their child to have a rear-wheel-drive car that could step out in the rain or snow. The TL is FWD, but comes with a potent 3.5-liter V6 with 286 hp. This car is no less safe than a Honda Accord, but will be much cooler to drive.

Many parents are well aware of the Subaru WRX and Mitsubishi EVO. Perhaps they saw one street racing on the news or simply had a heart attack when they called the insurance company to inquire about insuring one for their teenager. Don't worry, because the MazdaSpeed 6 is out there for less than $10,000. The MazdaSpeed 6 was only built from 2006 to 2007 in the US and was powered by a 2.3-liter turbocharged four-cylinder with 270 hp. With a six-speed manual sending power to AWD, the car could hit 60 mph in just 5.4 seconds. Parents will love the safety of the AWD, while teens will love the awesome performance.

It may not look like much on the outside, but the Lexus IS300 is basically the closest thing that the US ever got to a four-door Toyota Supra. Parents will absolutely love this car because it is a Toyota, a car that is known to live on forever. Teens will absolutely adore this car for its RWD layout, and high availability of modifications. The car only produced 215 hp, but the 3.0-liter 2JZ inline-six was very similar to the engine found in the Toyota Supra and could be easily modified. We'd love to find one of the less common manual models, or the unicorn Sportcross wagon variant (which only came as an automatic).

There comes a time in every teenager's first car search when their parents yell at them for only looking at "ridiculous" cars and tell them to start looking at something reasonable, like a Volkswagen Jetta. Luckily for teenagers, the Jetta GLI exists. For less than $10,000, we were expecting to find a nice Mk5 GLI, but were shocked to find plenty of Mk6 examples as well. The GLI is always the forgotten model in the VW lineup. Everyone loves the GTI, but forgets the slightly softer and less aggressive GLI. Parents will think that GLI is just some trim level on the Jetta. Teens will love the 200-hp turbocharged engine and the available six-speed DSG if their parents don't want them to have the manual.

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