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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SUVs For People Who Love To Drive

These are the best driver's SUVs on the market today.

Ultimatum time – the Mrs. tells you to sell the sports car and get a family car. An M3 won’t do because she wants an SUV. She wants the high ride height, the masses of trunk space, and she wants to know that potholes or the occasional mall pavement won’t get in the way. As a petrolhead, you might think this is the end of the run for you – but fear not. Even though SUVs aren’t generally considered to be driver’s cars, there are those that do a damn fine job of connecting with the driver, still allowing you to enjoy the drive, even when family life might suggest otherwise.

Porsche Macan

Speak to the men in white coats at Porsche and they’ll tell you that every Porsche-badged vehicle is first and foremost engineered to be a sports car. After that, the details of practicality get ironed out second. So it’s no wonder then that the Porsche Macan has been the target of choice in the sports SUV segment for the likes of Jaguar and Alfa Romeo – it’s a deserving benchmark. A range of brawny engines are available, but the top-tier Macan Turbo with Performance Package tops out with 435 hp from its 3.6-liter turbo V6. In this range-topping trim it’s good enough for a 0-62 mph time of 4.4 seconds and a top speed of 169 mph.

Paired with Porsche’s phenomenal PDK dual-clutch automatic, an intuitive rear-biased all-wheel drive system, and nimble handling, it’s not hard to see how the Porsche Macan was the vehicle to establish the Sports SUV segment. Torque vectoring, adaptive air suspension, and Porsche’s famous available Sports Chrono Package are all indicative that the Macan means business. It might be a little less practical than the rivals, but as a driver’s SUV it’s second to only one.

BMW X3 (G01)

The latest generation BMW X3 is arguably the best yet, in all aspects. But for keen drivers it delivers superb chassis balance, excellent resistance to understeer, and a steering setup that is weighted perfectly and oozes charisma. Though BMW might have lost the performance edge on many other models, the X3 is blossoming with duality of purpose. Two model derivatives are available stateside, including a ‘semi-M’ M40i derivative. Its 355 horsepower twin-turbocharged inline-6 is punchy, sings delightfully, and provides impressive responses and eager performance.

But it’s the chassis that impresses the most, with its high levels of composure and communication. It may be a family car, but it talks to you as a driver. The rear-biased xDrive AWD system contributes to a rear-driven feeling, finishing off the ingredients to a classis driver’s car persona. An inline-6 up front + a rear-driven feeling + high levels of grip = One of the best driver’s SUVs around.

Mazda CX-5

It’s the smallest SUV on this list, and also the only front-wheel drive and the only model without a performance variant, but Mazda pleasantly hasn’t forgotten about the spirit of driving. Sure, it’s no Miata, but that doesn’t mean the CX-5 isn’t a joy to drive. The naturally aspirated SKYACTIV-G 2.5-liter four cylinder might not have the most torque, but it revs keenly, builds linearly, and provides the best responses on the market – a lost art in the age of the turbocharged motor.

The electrically power assisted steering isn’t the greatest for feel and feedback, but the low mounted seating position and sublime chassis offers enough communication to overcome the deficit through the wheel. Despite being front-drive based, the CX-5 offers neutral handling, keen turn-in, and progressive responses. Sublime handling and ride comfort on any surface give this outsider a well-deserved place on our top 5 best driver’s SUV list.

Jaguar F-Pace

It’s the first SUV from British marquee, Jaguar, but the F-Pace goes straight for the jugular against chief rival, the Porsche Macan. With its rear biased all-wheel drive system and exceptional ZF-sourced 8-speed automatic gearbox, the F-Pace provides immediacy of response, high levels of adhesion on all surfaces, and impressively for an SUV, the ability to power-oversteer. There are a range of gas and diesel engines, but every model is endowed with suspension that strikes a fine balance between performance and handling, a communicative chassis, and an ability to handle like the finest sports sedans.

The F-Pace S with its 3.0-liter supercharged V6 worth 380hp is the cream of the crop – complete with a snarling exhaust note straight out of the F-Type sports car. It’s only a matter of time until an SVR version drops, powered by a supercharged 5.0 V8 and lusting for blood.

Alfa Romeo Stelvio

It shares Giorgio-platform underpinnings with the stellar Alfa Romeo Giulia sports sedan, which means that at the head of the development team is an engineer who was responsible for the Ferrari 458 Speciale. But the Alfa Romeo Stelvio does more than just name drop – it backs up the style and big talk with impressive performances too. Though the base 280-hp turbo 4-cylinder might seem a little weak in this segment, the chassis that underpins the Stelvio is one of sheer magnificence. No other SUV has a steering rack this quick, giving the Stelvio pin-point accurate placement in corners and almost telepathic responses to driver inputs.

A firm suspension setup is to the detriment of class-leading ride comfort, but gives the Stelvio true sports car-like body control and resistance to body roll. The Q4 all-wheel drive system, like many others on this list, is rear-wheel biased for exceptional balance, and the ZF-sourced 8-speed automatic gearbox knows how to handle its gears. It strings together corners in a tapestry of driving joy that does its Italian heritage proud. But why the number one spot on our list? Later in 2018 we expect to see the arrival of the Stelvio Quadrifoglio – the M3-beating Giulia Quadrifoglio’s high riding big brother. Powered by a Ferrari-derived 2.9-liter twin-turbo V6 with 505 hp, it’ll smash the 0-60 mph sprint in under 4 seconds.

More than that, it’s currently the holder of the record for the fastest SUV to lap the Nurburgring, doing the deed in 7 minutes 51.7 seconds. The only size-appropriate SUV to match this for outright power, at least until the BMW X3 M or Jaguar F-Pace SVR arrive, is the Mercedes-AMG GLC63 S, but the base model’s inherently uninvolving chassis precludes the Mercedes from joining this top 5 list, leaving the Alfa as the undisputed king of driver’s SUVs. You may have to sacrifice coupe-like sports cars for stroller-space and a high ride height, but you shouldn’t have to sacrifice the joy of driving just because you need a family SUV.

Any one of these top 5 driver’s SUVs lets you still enjoy your favorite twisting road when the opportunity presents itself.

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When The Duke Invites You To Drive Supercars At Goodwood, You Don't Say No

Goodwood's first 'Press Day' in over 50 years was a spectacular day of driving some incredible machines.

Goodwood is best known for the Festival of Speed and Revival, spectacular events that draw in hundreds of thousands of spectators each year. But last week, The Duke of Richmond and Gordon (previously Lord March), invited a select few members of the media to the Goodwood Motor Circuit for its inaugural ‘Press Day.’ Inspired by the Motor Show Press Day that his grandfather used to hold in the 1950s and 1960s, it gave Goodwood’s media partners the chance to sample a range of some of the latest (and greatest) cars on the road.

From the brand-new Aston Martin Vantage to the Rolls-Royce Dawn, we spent a glorious, sun-kissed day, driving supercars on the legendary Goodwood circuit, and on the verdant country lanes around the Estate. After five days of unrelenting rainfall, the sun graciously appeared on the morning of the event and kept his hat on until early evening, giving us the chance to sample some epic roof-down driving in the likes of the Lamborghini Aventador S Roadster and Aston Martin DB11 Volante. Road routes were mapped out, taking us through the Goodwood grounds, past the house and up the legendary hill climb, the cheering crowd of car nuts replaced by casual golfers and grazing sheep.

A few miles of near-empty roads provided the chance to make the Lamborghini’s 740-horsepower V12 wail and scream up to speed, with a cacophony of pops and crackles entering the cabin on the overrun. In Sport + mode, the DB11 also delivered plenty of aural pleasure, and was a surprisingly feisty proposition, a very marked difference from its calm-and-collected GT mode that drivers will use to cruise around in. McLaren didn’t disappoint either, arriving with a selection of its Sport Series models, including the 570S Coupe and Spider, and 570GT, as well as a 720S in signature orange livery.

After an introduction to the 2.4-mile track by Goodwood’s Chief Driving Instructor, David Brise, followed by an obligatory couple of sighting laps, I made a beeline for the 720S. Loud and aggressive at start up, the 720S was relatively refined on the road (as long as you avoided the potholes) but this is a car capable of hitting a top speed of 212 mph, of reaching 62 mph in less than three seconds with a colossal 710 horsepower and 568 lb-ft of torque at its disposal. All that performance and power is there, scratching at the surface. It’s like a professionally trained combat canine, the Belgian Malinois of the supercar world. Well-behaved and docile one minute, ready to rip out your throat the next.

While we lamented the fact we couldn’t sample the extreme side of 720S on track, a stunning baby-blue McLaren 570S Spider awaited us in the pits to soften the blow. The Jackie Stewart Pavilion was our base for the day, the modern space with large balconies that overlook the paddock and track the ideal spot to knock back some espressos with other media and PR while watching the cars accelerate past the pit lane to the challenging Madgwick Corner. Driving the 720S, DB11, Aventador, as well as a V12-powered Ferrari GTC4Lusso on the road was undoubtedly plenty of fun. But it is a rare treat indeed to drive the Goodwood Motor Circuit, and when you see what cars were on offer, you’ll understand why it was so hard to leave it.

Joining the McLaren 570S Spider was a Honda NSX (the original, pre-prototype, chassis #0000 no less), a Porsche 718 Cayman GTS (manual), a Ford Mustang packing 670 horsepower courtesy of a Roush developed supercharger kit and a short-shifting manual, a Rolls-Royce Dawn, BMW M5, Aston Martin Vantage, Maserati Gran Turismo MC Stradale, and Bentley Bentayga. Passenger rides were also offered in the Lamborghini Huracan Spyder and Mini Challenge Race Car, the latter making most occupants revisit their lunch in the back of their throats. At the top of the pile were the McLaren 570S Spider and Honda NSX. We’ll have a comparison review of these cars shortly.

Wearing an Acura badge on this side of the pond, the Honda NSX is a phenomenally playful machine on the track. The complex delivery of its 581-hp, with a 3.5-liter twin-turbo V6 doing the bulk of the heavy lifting behind your head, and a trio of electric motors adding power precisely when and where it’s needed, all sent to the tarmac via a sublime nine-speed dual-clutch semi-automatic transmission, coupled with beautifully–weighted steering and a spectacular soundtrack, the NSX was an intoxicating car to drive and one I was reluctant to pit after a few laps.

After laps in Normal and Sport mode, McLaren’s test driver for the day put the 570S Spider into Track mode, transforming the car into a completely different animal. Louder, more responsive to the touch, up on its toes and just so, so fast. The 720S takes things to an entirely new level, and then there’s the Senna and recently-revealed Senna GTR up in the supercar stratosphere, but after sampling the 570S in track mode my head was already in the clouds. The award for most unique driving experience has to go to the Rolls-Royce Dawn. Driving two-and-a-half tons around a track shouldn’t be this easy.

Effortless and graceful, wafting around on a bed of air, gliding from corner to corner with gentle movements of the steering wheel, all while cocooned in a cabin so beautiful you could cry. But the real winner of the day was brand Goodwood. This year, the Festival of Speed will celebrate its silver jubilee. For almost 25 years, millions of gearheads have flocked to the manicured lawns of the Duke’s estate to enjoy the greatest summer garden party on the planet. Geneva, New York, Paris, Shanghai, Frankfurt. I’ve been to them all, and nothing comes close to Goodwood. It has become the greatest car show in the world.

Testament to that is Goodwood’s ability to attract so many prestigious marques for what was an unforgettable day of driving pleasure. Travelling thousands of miles for a single day may sound extreme. But when Goodwood comes calling, you don’t say no. See you at FOS 2018.

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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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2018 Porsche 911 GT3 Test Drive Review: Has The Manual Had Its Day?

Is the 911 GT3 and the manual transmission the perfect combination?

If I stick to the script for Porsche GT3 reviews it should be hard to find anything negative to say about it. But let’s try! I’m going to put it out there and say the much-hyped stickshift option for the second-generation 991 GT3 isn’t the right transmission for this car. Indulge me. When the 991 GT3 launched as PDK-only many were left cold. But Porsche fronted it out by saying it was appropriate to the motorsport DNA and symbolic of the ‘chase every tenth’ mentality of the department that built it.

Trouble is not everyone who buys a GT3 is chasing every tenth. And a number of them wanted the option to change gear themselves. The R answered the call. But the hype immediately priced it out of the market and the age of the manual GT3 seemed over. I was among those protesting. I love the fact older, stick-only GT3s are difficult to drive. It’s a poser filter, if you will. But then I drove the PDK GT3 and had to admit, yes, the transmission really suited the car. And in a world of paddleshifted race cars it would be a bit odd for a Porsche Motorsport product to come with an H-pattern and a clutch pedal. But with this second-gen, 500-hp, 4.0-liter GT3 that’s exactly what we have. A modern, track-biased sports car. With a stickshift.

Things move fast and climbing aboard a Euro-spec GT3 with its Clubsport package to find a manual gearbox just seems a bit wrong. Porsche UK seemingly agreed and wanted to change its press car order for a manual GT3 into a Touring. But even they would have lost their build slot for doing so. Manual with the wing it was then. And the slightly odd combination that results in. Adjust the mirrors in such a way you can’t see it and it feels less mismatched. Because as a driving machine this is one wonderful piece of kit. The six-speed transmission developed for the R and hence offered exclusively on the GT3 delivers on the demand for a stick option too, the two thirds of American customers who’ve opted for it rewarded with one of the great manual transmissions.

The stumpy little lever slots around its gate with tiny hand movements. The bite of the clutch is judged just-so and demands incredibly precise throttle inputs to drive smoothly. A fraction too light on the pedal and you’ll stall. A touch too heavy and you’ll fry the clutch. Once under way your early attempts to rev-match inevitably end with nasty jolts or flares of revs that broadcast your lack of talent to anyone in earshot. Software offers a face-saving cheat with auto rev matching. But no true purist would accept such electronic flattery, and so you battle on without. It's worth it. And having total control over that magnificent engine is such a buzz.

This may be the last naturally-aspirated GT3. If that’s the case it’s some last hurrah for the atmospheric Porsche boxer six. With the extra capacity there are no flat spots. It’ll pull hard from 2,000 rpm in a way no 911 has before. And from here to 9,000 rpm is your playground. The high-pitched shriek of the new mechanical valvetrain in the final 1,000 rpm is just insane too, this final lunge for the ‘9’ on the rev counter unleashing fury not seen in any 991 before, R included. That the upshift requires more than just a tap of a paddle just makes it so much more exciting and immersive too, the gearing perfectly placed to drop you right back into the mayhem at the exciting end of the powerband.

Opportunities to do this on the road are few and far between though, such are the speeds you’ll be going at this point. Hell, even on an average-sized circuit you’ll struggle to get near the upper reaches of the GT3’s performance. The fastest part of the track I tested it on tickling the top end of fourth at around 140 mph but running out of straight with another two gears to go. Like a wild animal trapped in a small cage the GT3 is always fighting, always just that little bit too much for wherever you happen to be driving it and always, always a thrill. There are other purist details in this car that appeal. Unlike the PDK the manual GT3 has a ‘proper’ limited-slip differential and not the fully active one.

OK, the latter has a much wider operating range, negates the disadvantages of a mechanical diff and is fully integrated into the stability control and other systems. But it’s another layer of electronic filtration between input at the throttle pedal and output at the tires. Better still you save a little over 30 pounds from a crucial area of the car by ditching the PDK and its additional hardware, plus the mechanical losses of driving the hydraulic system to operate it. It’s just a little faster at the top end as a result. These are tiny, tiny points. But the kind of things that matter in a car as sharp as this. The PDK GT3 will always be faster against the clock.

But driving the manual at a similar pace is just such a rewarding experience, especially around a track where you can play with its wonderfully transparent limits, hold a gear through and out of a corner to fully exploit the epic reach of the motor and tread the fine line between grip and slip with pin-point accuracy. The steering may be electrically assisted and there may be gizmos like rear-axle steering to contrive a sense of old-school 911 agility in the bigger, longer-wheelbase 991. Purists might not like the idea of such ‘electronic’ interference but the GT3’s masterstroke is making it all feel so natural. The steering has a perfect weight to it and the front axle bites harder than any previous version.

Meaning you can still sense through your fingertips when you’re on the limit and the car is going to push on. At this point a fractional lift of the throttle is enough to tuck the nose back in before getting hard back on the power and letting the rear wheels finish the job. Choice is yours whether this is a neat and neutral four-wheel drift or a wilder, more extravagant blaze of tire smoke and corrective lock. But the balance of steering and throttle response is so instantaneous and instinctive you don’t need god-like skills to play with it. As you can probably tell I love this car with a passion. And I love the combination of a hard-edged, naturally aspirated engine and a manual gearbox.

The more so for the fact so few manufacturers still offer this combination and this may well be the last time we have both in a 911. For all that, I’m conflicted about the combination of a cage, aero, Cup 2s and a manual in this day and age, much as I was when I drove the Aston Martin Vantage GT8. If you’re going to go full ‘because racecar’ these days I think paddles need to be part of the package, that or an aero delete option as Aston Martin offered in that instance. In the GT3 there’s a similar solution. And that’s the Touring package. Same car. No wing. All the frenzied pace but with a strong visual statement you’re in it for the sensations and experience as much as the lap time.

That’s a subtle but important distinction and one I think Porsche should have made absolutely clear to everyone by keeping the GT3 PDK only. And reserving the manual for the Touring, thereby offering a face-saving solution for the apparent back-track from the controversy of no manual first time round. That, I think, is the only possible criticism. Beyond that I’m sticking by the script.

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Top 6 Things to Pay Attention to on a Test Drive

Before you visit Dealerships it’s a good idea to prioritize which features are most important to make sure the vehicle you’re offered to test drive is properly equipped. For example, if you’re in the market for a mini-van and need to have access to the second and third rows, you’ll want to test out the seats to see how easily they flip, fold and slide for easy exit and entry for passengers. Alternatively, if it’s configurable storage space you need, check to see if the seats can be easily removed or folded into the floor to create extra storage space.

Tip: The 2015 Toyota Sienna comes equipped with an available 2nd row centre seat that increases the capacity from 7 to 8 passengers. It also has a power folding 3rd row seat that tucks away under the floor to allow for more cargo space; a few convenience features worthy of consideration for mini-van enthusiasts.

We’ve separated the main categories of vehicle features into 6 groups to help you rate them in order of importance and personal preference.

How important is the vehicle’s outer and inner appearance to you? Do you care what colour it is or how your friends and family will react to it when you take it over to show them after you’ve bought it? Are you looking to impress with style, design and brand name or is safety, comfort and performance more important than how it looks?

Tip: What your car colour says about you

How does it handle on a city street in stop and go traffic, the highway or going around a corner? When you get on the highway does the engine have enough torque to help you merge into speeding traffic easily? How does the steering feel when you round the corner? Does the suspension have some give or are rough roads and speed bumps going to make you hit your head on the ceiling? How high do the rpm’s rev when going up a steep hill? How do the brakes feel?

Tip: If you use a truck for work hauling payloads or trailers you may want to check out the all new 2016 Nissan Titan which will debut later in 2015. It boasts a bigger frame, more towing and payload capacity as well as a new, heavier duty suspension to improve ride and handling.

There are a few components to a vehicle’s safety story you’ll want to consider before, during and after the test drive.

Before: You can check the vehicle’s crash test ratings and performance (crash worthiness) with the IIHS (Insurance Institute for Highway Safety). Additionally, Consumer Reports offer an advanced safety system index by vehicle brand which includes features like back-up cameras, forward collision warnings, blind spot and lane departure warning systems.

During: Have the salesperson point out the location and quantity of standard versus optional airbags. Aside from the dual front airbag systems (standard equipment on all vehicles) some brands include additional airbags and some do not. The 2015 Kia Soul adds dual front seat mounted airbags and full-length side curtain airbags as standard equipment, which will protect the driver and passenger’s torso and head in case of a side collision.

After: Think about how your visibility was while you drove the vehicle. Were you able to adjust the rear view and side view mirrors to gain a comfortable level of visibility around the car? How was the blind spot? Did the windows provide for enough visibility? Could you easily reach the gas and brake pedals? Did the car feel solid when you drove it?

RELATED: IIHS Crashing cars for safety’s sake?

Generally speaking, performance translates to power and you’ll want your new vehicle to be able to live up to what you’re going to ask it to do during the time you’ll own it. The new truck you’re dreaming about may look awesome but does it have adequate horsepower and torque to pull your toys? Buying an underpowered vehicle for your needs can cost you more in wear, tear and fuel consumption in the long run than investing in a bigger engine with more power up front. I made the mistake of purchasing an AWD SUV with a small 4-cylinder engine a few years ago. The power to weight ratio wasn’t appropriate for the amount of driving I was doing and the engine needed frequent trips to the service department for repairs by year 3 and 140,000km on the odometer.

How do you measure quality? Is it the thickness of the padding in the seats, the materials used to trim the door and dash, the amount of plastic vs. leather, the touch of a knob, switch, lever or handle? How does the door sound when you close it? Is there wind noise sneaking through the gaps while you’re on the highway? How are the wiper blades – do they look durable or like they’ll wear out after a few rain storms? Check under the hood for the type of strut it has: refilling your wiper fluid is easy with a gas strut but can be a pain with a manual rod. The same can be said for the trunk hinges: Are they mounted outside of the trunk leaving the entire space for cargo or does the elbow brackets come down into the trunk where they might crush your eggs and reduce space?

While you sit in the driver’s seat take note of what’s around you and how easy it is to reach and operate your favourite features. Is the interior intuitive? How does the seat feel? Is there a centre armrest with storage? Will the cup holders adequately hold your morning extra large double-double? Can you adjust the height of the seat belt so it rests comfortably across your torso and not across your neck? Can you reach the knobs and dials on the HVAC and infotainment systems? Is there an automatic trunk release feature available from the key fob? An extra power outlet in the back seat for passengers? Does the steering wheel tilt or adjust to accommodate your body type? Is your phone compatible with the onboard electronics system?

RELATED: Tame your Road Rage with these 10 tips to a Comfier Commute

Test drives give car buyers an opportunity to try before they buy, so take your time, ask lots of questions, try out everything and imagine it in your life for the next several years. Do you love it? Can you see it in your life at the cottage, at the cabin, going to and from work and going to hockey practice? If you can picture it integrated into your lifestyle and feel excited at the thought of where you and your new horse on wheels will take you, it’s time to negotiate price and take it home.

RELATED:?How to?Negotiate your way into a great car deal

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