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This $13 Million Porsche Superyacht Is A Bargain For The Super Rich

For those in need of downsizing from their 60-meter yachts.

Meet the Dynamiq GTT 115 Hybrid, a 35-meter all-aluminum superyacht dripping with Porsche DNA and the latest in a line of ultra-exclusive vessels inspired by supercars. "Taking the spirit of high-performance sportscar styling to the high seas, the Dynamiq GTT 115 is designed to appeal to car lovers and forward-thinking yacht owners who appreciate the advantages of speed, style and our philosophy of intelligent performance," says Roland Heiler, Managing Director at Porsche Design Group.

Standing for 'Grand Turismo Transatlantic,' the GTT 115 features a round bilge aluminum hull and comes powered by a pair of 1213 kW MAN engines and the latest Fortjes 5000 pods, giving it a max speed of 21 knots. With a 1.45-meter shallow draft, the superyacht is ideal for the Mediterranean, Caribbean or Southeast Asia, but it is capable of crossing the Atlantic with a range of 3,400 nm (around 3,900 miles). Available in Porsche Carrara white, Rhodium Silver, Chalk or Monte-Carlo Blue, the superyacht boasts signature Porsche elements such as the Pepita houndstooth deck cushions borrowed from the 911 R, the Targa-style mullions and the design of the red transom echoing the Mission E concept’s single blade rear light.

The interior comes with either three of four luxury cabins finished in Saddle brown and Luxor beige leather, swathes of Sahara Noir marble and carbon-fiber trim. Italian designer Minotti took care of the furniture and decor. Aimed at owners of large, 50-meter yachts looking to downsize, Dynamiq offers an online configurator enabling buyers to customize every aspect of the GTT 115, from paint colors to electronics. Prices start from 11,900,000 Euros (just over $13 million) limited to just seven units with a turnaround time of 15 months. The first GT 115 is available for sale with delivery this September. Its debut is set for the 2017 Monaco Yacht Show.

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He said/She said: 2016 Mazda CX-3 CUV Review

By: Dan Heyman & Lacey Elliot

When I was asked to take the 2016 Mazda CX-3 for a spin, I found myself surprisingly excited considering that this type of a car—small/compact crossover—isn’t usually my cup of tea; as a certified auto journalist, and thus, somewhat unbalanced, I’m a big station wagon and hatchback kind of guy. I’ve always felt they provided all the creature comforts of an SUV or CUV, while still providing an engaging ride.

However, the CX-3 is a Mazda, and Mazda has to be respected for always finding a way to add that certain je ne sais quoi that makes a car fun to drive and behold, whether that has to do with some funky styling, a firm chassis or engaging powertrain. That’s what happens when you’re known for continually building one of the world’s most exciting, fun-to-drive and above all, affordable, sports cars on the market: the MX-5.

Styling

So, with that in mind, I sauntered up to our CX-3 tester, finished in brilliant Soul Red metallic paint, and took it in.

The first thing that jumped to mind is just how proportional it all is. I would say that the slim front fascia, the short overhangs and slightly canted-forward stance are much more reminiscent of the MX-5 than they are with, say, the Mazda3, which is a good thing. It’s not that the 3 looks bad, it’s just that the MX-5 looks better. Those headlight lenses are especially menacing, and are so narrow you’re surprised they work at all. They do, and are quite powerful in LED form, which my?tester had as they come standard on the top-spec GT trim.

In profile, while the little roof spoiler falls towards the “cutesy” side, the plastic cladding ‘round the wheel wells and rocker panels (for hardcore off-roading, you know) are just butch enough to let folks know that the CX-3 is more than simply a Mazda2 hatch—with which it shares a platform—on steroids. It’s eye catching, most definitely in a good way. Same goes for the sharp-looking 17-inch two-tone wheels. I’d have these on an aftermarket conversion, that’s for sure.

Styling?

Women want to look good behind the wheel, and we want the car we drive to excite us every time we see it. If we don’t like how it looks, taking it for a test drive is usually out of the question. There is no doubt that this sporty looking subcompact crossover turns heads of both men and women. I describe it as a perfect balance of aggressive and cute wrapped up in one great little package.

RELATED:?2016 Mazda MX-5 Miata Review

Mazda’s ‘Kodo’ design is powerful and sharp looking. Assertive headlights and a wide, forward stance make it look like it’s ready to pounce at any moment. I agree with Dan.?? Fluid lines bring it all together and looking at it from the side you can definitely describe it as ‘cutesy’.

The good looks continue on the inside. Nothing in this segment comes close. The sweeping dash is well laid out and easy on the eyes. Splashes of color, large dials and plenty of soft touch points make this vehicle appear to cost more than it really does.

Interior space, styling and ergonomics

The first thing that catches your eye, of course, is the white leather that covers the seats and parts of the dash; it’s some pretty blinding stuff, and I’d probably avoid it because a) it looks way too pretty for my liking and more importantly, b) white leather scuffs, it absorbs dye from your wet jeans and it’s blindingly reflective in direct sunlight.

What I’m a big fan of, however, is the Lux Suede inserts on the seats, which are comfortable and supportive; I definitely wasn’t expecting quality chairs like this in a micro-CUV. It’s great as it tends to not get so hot in the summer or cold in the winter, and it grips your hiney when the goings get twistier. I also like the red and black leather inserts; in fact, I’d like to see more of both colours, the red in particular.

What I’d also like to see more of—and which may be a tougher ask, unfortunately—is room. It’s OK up front; the steering wheel tilts and telescopes, and the six-way manually adjustable driver’s seat allows for 954 millimetres of front headroom and 1,058 mm of legroom, but it’s mighty tight in the back. If I were to sit behind the driver’s seat adjusted for my 6’3” frame, well, let’s just say it wouldn’t be my first choice of transportation, and though Mazda claims it seats five, that’s really, really pushing it. It’s very snug, to the point where I wouldn’t recommend putting much more than a baby seat back there. Or, fold the seats down flat, making room for 1,484 Litres of cargo space, and 1,528L if you don’t have the premium audio system whose subwoofer takes up room back there. Plenty of room to fit a set of golf clubs or an adult-sized hockey bag. Unlike the CX-3’s CX-5 big brother, however, you don’t get the 40/20/40 split folding rear seats, meaning you have to make do with a more traditional 60/40 set-up.

Interior space, styling and ergonomics

I keep most of my personal belongs in my purse and toss that on an empty seat; keeping my cell phone and coffee cup close by. Lack of space is usually an issue in smaller cars and the CX-3 is no different. The cup holders are too close to my elbow and the rubberized pad for a phone won’t fit anything larger than the iPhone 6.

I am smaller than Dan and found the front seat to be acceptable. The back seat however is another story. Adults will not be comfortable in the back seat, headroom is ok but legroom is extremely limited. A single or couple needing to run errands will find the trunk big enough for a few groceries bags but not room for much of anything else.

Performance, ride and handling

If you’re planning on spending most of your time behind the wheel, however—as I would—then there’s a lot to like about the CX-3. While the power figures won’t necessarily blow your socks off, the 146 horsepower and 146 lb.-ft. of torque, what?it does provide is more than enough to have the lil’ CX-3 zipping along at a good speed. The only available transmission is a six-speed automatic (whether you select an AWD or FWD model), so that makes the buying process that much easier.

So while it may not kick your butt too hard on the drag strip, it’s still a fun car to thread through the urban jungle, where it demonstrated precise steering and fairly flat cornering, the latter feature making for much more comfortable long-distance drives.

Adding to the comfort is the surprisingly supple suspension; indeed, the sporty hatch guy in me—and he’s a big guy—would’ve liked a slightly firmer set-up, but in the end, this here’s a vehicle that has to appeal to a much broader buyer base.

Performance, ride and handling

The one thing that keeps popping into my mind to describe the ride feel of the CX-3 is spirited. It is super easy to dash in and out of city traffic or take a corner in a?suburban neighbourhood.

On the winding highway roads going to Whistler for the weekend I was actually taken by surprise. This little SUV feels grounded and capable on every bend. Road and engine noise was to a minimum; something that Mazda has really improved on their vehicles over the last couple years.

RELATED:?2016 Mazda CX-3 Scores Class-leading EPA Fuel Economy Ratings?

Unlike Dan, I loved the supple suspension.

The only transmission available is a very quick shifting and smooth 6-speed automatic. I was having so much fun on my drive not once did I wish I had a manual.

Safety and technology

All CX-3 trims get the Mazda Connect infotainment system, which provides a 7-inch colour touchscreen and something called an HMI controller, mounted on the centre console, to help navigate all the menus. When I first experienced a system of this type on a BMW, I was less than impressed; however, as we’re seeing more of a switch to an all-touch set-up in the industry, I’m glad to have an actual knob to turn. I find it easier to work with, as I don’t like having to reach over to a touchscreen in order to change audio tracks or sources.

Once you do finally settle on an audio source, rest assured that the seven-speaker Bose sound system (a six-speaker unit is standard) will please your eardrums.

My?tester’s Tech Package also provides a whole suite of electronic driving aids, including auto braking (brakes are applied automatically if the car senses the driver is too slow to react in a panic-stop situation), lane departure warning system, blind spot monitoring and rear cross-traffic alert, which can sense approaching cars as the driver backs out of a parking space.

Safety and technology

This AWD system is not going to be capable of off-roading. In my opinion, proper driving techniques matched with winter tires is more than adequate for Canadian winters.

That being said, knowing my vehicle has AWD gives me a feeling of security. I feel more confident behind the wheel. Some Canadians will agree with me and find that the additional $2000 for the optional AWD will be worth it.

If you are really looking for a sense of security and safety, the top of the line GT, priced at $31,020 comes standard with AWD and you can add on the ‘Technology Package’ for $1500. The tech package should really be called the safety package; it gives you blind spot monitoring, rear cross traffic alert, lane departure warning and the High Beam Control system.

The base model comes equipped with air conditioning, cruise control, push button start and rear view camera. The one feature I wouldn’t want to live with out is heated seats and they come standard on the next trim level up, the GS. The GS also has a power moonroof and Leather wrapped steering wheel, parking brake and shift knob. Not needed, but they are features that really enhance my drive enjoyment. For a starting price of $26,220 this would be what I would spend my money on.

In the end…

I really like the CX-3; I think it looks great, it’s an able performer—especially in the ride and handling departments—the interior is well-appointed and has the style to match the exterior. So there’s lots to like about it, as long as you’re willing to put up with the tight confines of the interior, especially in the back seat. It’s so snug back there, it’s almost a surprise Mazda’s provided two rear doors.

Indeed, you’ll find more room in the Mazda3, but with that car, you won’t quite find the cachet you get with the CX-3.

Let’s see if Lacey agrees.

This spirited little crossover is top of my list in this growing segment. The Nissan Juke would be a close second. And it’s sporty handling that has me leaning more towards the CX-3. This vehicle would be a wonderful first vehicle for a couple or single that maybe has a dog and are thinking of starting a family one-day. A couple with an infant can?get into this vehicle very easily and upgrade into a large member of the Mazda line-up as they grow their family.

RELATED: 2016 Mazda CX-5 GT Review

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Everything You Need To Know To Understand The Porsche 911 Model Range

So, what the heck is the difference between an 'S' and a 'GTS' model?

Have you ever looked at the entire Porsche 911 lineup? It's like trying to order food off the menu at the world's greatest diner. There are a million good choices, but you still don't know what to get. Porsche currently sells 24 distinct variations of the 911 – we know, we checked. The 911 ranges from around $91,000 on the low end to around $293,000 on the high end, so understanding the lineup can make a big difference. The current 991 generation car will be replaced later this year by an all-new 992 generation, but before it does we wanted to help break down Porsche's dizzying array of 911 models. Here's everything you need to know to decipher today's 911 lineup.

The Bodystyles

The first thing you should know about the 911 is that it is available in three different body styles: Coupe, Cabriolet, and Targa. Most of the specialty models are only available as coupes, but we'll get to that later on. A coupe is exactly what you would expect - a fixed roof with no hidden tricks. The cabriolet is also pretty self-explanatory with a droptop that retracts without taking up any trunk space (because the trunk is up front).

The Targa is a bit trickier to explain because it has changed from generation to generation. A Targa is a semi-convertible car with a removable roof section with a full-width roll bar behind the seats. Some 911 Targa generations, like the 993, simply had a sliding glass roof instead of a simple removable one. The current 991 generation uses a complicated power system to remove a section of the roof and store it behind the seats. Why get a Targa over a cabriolet? Because it looks cool and is far less common.

Carrera, Carrera S, and Carrera GTS

Things get a bit complicated with the Carrera models, which can also be ordered in S or GTS power levels, and as coupes and cabriolets. Each comes standard with rear-wheel drive, and models with a '4' in their name have all-wheel drive. You can also distinguish a 4 model by its wider hips and taillight bar across the rear. RWD and AWD can be combined with all Carrera trim levels, except for the specialty Carrera T (see below). Targas are treated as separate models and can only be ordered with AWD.

The base Carrera is powered by a 3.0-liter twin-turbo flat-six producing 370 horsepower. The Carrera S brings the power up to 420 hp and the GTS to 450 hp. All of these 911s can be ordered with a seven-speed manual transmission or a seven-speed PDK dual-clutch. The manual is more fun, but the PDK is quicker.

Carrera T

Porsche loves special lightweight editions, but these are typically reserved for the higher priced models in the 911 range. The Carrera T takes a base Carrera and strips as much weight as possible out of it to create the purest driving experience possible. Power is the same as a base Carrera at 370 hp, but this specialty model certainly feels more special to drive. This is the 911 to buy if you would like to be a bit more unique than the other lawyers in the office but don't want to spend the cash on one of the more expensive models.

Turbo and Turbo S

In the world of 911s, the Turbo has always been the ultimate speed machine. The 911 Turbo has been overlooked in recent years as variants like the GT3 and GT2 RS have taken over the spotlight because of their exclusivity and staggering performance. The Turbo name also makes a bit less sense now that all 911 models, besides the GT3, are turbocharged. All 911 Turbos come with AWD and PDK, making them the quickest off the line.

The base Turbo comes packing 540 hp from a 3.8-liter twin-turbo flat-fix, while the Turbo S produces a meatier 580 hp. Porsche claims 0-60 mph times of 2.9 and 2.8 seconds for the Turbo and Turbo S respectively, but some outlets have tested them at just 2.5 seconds to 60 mph. Despite such savage acceleration, the Turbo is known as one of the quietest and most comfortable 911s, making it the ideal Grand Touring car. Both the Turbo and Turbo S are also available as Cabriolets, which lowers the 0-60 time by a minuscule tenth of a second. Porsche also introduced a Turbo S Exclusive Series, which ups the power to 607 hp.

GT3 Models

All 911s are special, but the GT models are really special. These are the most track-focused in the range for owners who like to race on the weekends. The GT3 is the most suited for public roads but is still powered by an awe-inducing 4.0-liter naturally aspirated flat-six with 500 hp. Why use a naturally aspirated engine instead of a turbo one? Because it sounds better, of course. The 991.1 GT3 was only offered with a PDK, but demand from enthusiasts forced Porsche to offer a six-speed manual on the refreshed 991.2. Porsche also sells a Touring Package, which removes the rear wing for a more subtle look.

The GT3 is really a street car for the track, whereas the GT3 RS is more of a track car for the street. Here, the 4.0-liter flat-six produces 520 hp and additional weight is taken out. It is also PDK-only to keep it as fast as possible. The GT3 RS can also be ordered with a more extreme Weissach package that makes it even lighter. Porsche is also rumored to be working on a new Speedster model, which will be based on a GT3 for the first time in the specialty model's history.

GT2 RS

The 911 GT2 started off as a hardcore, RWD version of the Turbo. The current GT2 RS is the ultimate 911, powered by a 3.8-liter twin-turbo flat-six producing 700 hp. Think of the GT2 RS as the best of the GT3 RS and Turbo mixed into one: a savage creation that managed to lap the Nurburgring in just 6 minutes 47 seconds (the quickest time ever for a rear-wheel-drive production car at the time). The GT2 RS is the most expensive 911 with a $293,000 starting price, but like most modern Porsche 911 GTs, the price has already gone up on the second-hand market due to high demand.

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