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    Switching from a Cayman GT4 to a GT3… That is exactly what my friend Ron Mercurio recently did. Ron owns a local body shop called BumperDoc. He does all the paintwork for Makellos Classics, who have been featured in Total 911 several times. The Porsche fanatic has owned 911s in the past, but when the GT4 was released he jumped on the opportunity to get one. While he was enjoying Porsche’s mid-engined GT4, he was still missing the 911. As we Neunelfer owners know, once you have owned a 911 the experience stays with you forever, and nothing else will do.

    San Diego, USA
    Model 997.2 GT3 RS
    Year 2011
    Acquired February 2011

    Model #2015-Porsche-911-GT3-991.1 / #2015 / #Porsche-911-GT3-991.1 / / #Porsche-911-991.1 / #2015-Porsche-911-991 / #2015-Porsche-911-GT3-991.1 / #2015-Porsche-911-GT3-991 / #Porsche-911 /
    Porsche-911-991 / Porsche

    Year 2015

    Acquired December 2014

    As I’ve written previously, every weekend several of us take our GT3s along with Ron’s GT4 for some incredible drives through the back hills of San Diego. On one of those drives in mid-2018 I offered Ron the chance to drive my GT3, which he enthusiastically accepted. After experiencing driving a GT3 for the first time he set his mind on getting the new 991.2 GT3.

    He searched every dealer in California but only found one local dealer willing to sell him the car. However, if he wanted one it would cost him an extraordinary $30K over MSRP.

    Determined not to give up, he searched the entire US Porsche dealer network and eventually found Champion Porsche in Florida. They allowed him to order a GT3 for $10K over MSRP. Ron eagerly put in his order for a Chalk-coloured GT3 with a manual transmission. After what seemed like an eternity to him, he took delivery of the 911 just before Christmas.

    I asked Ron how the GT3 compared to the GT4. He noted that driving the 911 feels more like an event, and you know you have something more ‘serious’ behind you. He states that while the GT4 clutch is stiffer, the Cayman feels tame in comparison.

    He said the GT3 touches your senses much more. The sound of that 4.0 engine is incredible in comparison to the Carrera S engine in the Cayman GT4. The mid-engined Porsche is no slouch, but when it comes down to it, it just isn’t a 911. Once you have owned a 911 it makes its way into your soul and nothing else will do.
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    Taking the 911 to a whole new level

    Kyle Fortune tests Porsche’s latest ’Ring-meister: the 211mph #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2-RS-991 / #Porsche-911 / #Porsche-991 / #Porsche-991.2 / #Porsche-911-991 / #Porsche-911-991.2 / #Porsche / #2017 / #Porsche-911-GT2-RS / #Porsche-911-GT2-RS-991 / #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2 / #Porsche-911-GT2-991 / #2018 / #2018-Porsche-911-GT2-RS-991.2

    There was a gap in the traffic and suddenly we were travelling at 180mph before a slow-moving truck prevented bigger numbers appearing. The car was a prototype 911 GT2 RS. When he’d pushed the accelerator to the floor, Andreas Preuninger, Porsche’s GT product line director, calmly said there’d be more to come from the production cars. Goodness.

    Now, a few months later, I’m sitting in one. It is ‘the alpha 911’, as the GT man said during that prototype ride. You only need to look at it to see that. It’s a vented, ducted, bewinged, carbonfibre lightweight monster, that is in no way shy in exhibiting its intent.

    The GT2 RS has always been a little bit unhinged, and this one is no exception. Rare, exclusive, collectable, but a car sought out by those who want not only low-number bragging rights but also the fastest, most outrageous 911 Porsche builds.

    The formula remains the same, the GT2 RS taking elements of the GT3 RS and the Turbo S and adding new, exotic technology to the mix. It’s got a 3.8-litre bi-turbo flat-six with water-cooling on the charge air system, bespoke internals and a titanium exhaust. Power is up to 700bhp. Yes, a 700bhp 911. Driving the rear wheels only.

    There’s PDK now, a seven-speed auto insetad of its predecessor’s six-speed manual. Being faster, paddleshifts are the RS way. Frankly, with that much horsepower, it’s probably sensible. There’s less weight, as you’d expect with the RS badge, but the GT2 RS’s 1475kg kerb-weight can be reduced by a further 29kg if you lighten your wallet by £21,000 for the Weissach package. You get magnesium wheels, a carbonfibre roof and bonnet with body-coloured stripe, a titanium rollcage and anti-roll bar and coupling rods in carbonfibre. We can’t imagine anyone won’t.

    Inside, as standard, there are bright red, body-hugging Alcantara lightweight sports seats and a little less sound deadening. You hear the engine and find it lacks the rich, racer’s intensity of the GT3 RS and GT3 naturally aspirated 4.0-litre flat-sixes, this turbocharged 3.8 having instead a heavier, more bassy blare. Blip the accelerator and there’s less eagerness, as you’d expect, not that you’ll notice that too much on the road.

    That it’s fast is no surprise, but it’s not the engine that defines the GT2 RS. Yes, there’s massive, linear shove, and the gearbox is so quick to translate your finger-pulls to swapped ratios that it cracks 62mph in 2.8sec. You can double that in 8.3sec and go on to a top speed of 211mph shortly after. Yet, for all that, it’s the chassis that shines through. In essence it runs on GT3 Cup settings for the Nürburgring. There are upside-down dampers, with every connection, bar a single one on the rear-wheel steering, being ball-jointed, yet that uncompromising set-up does not manifest in a chaotic, harsh ride. Far from it: the way the GT2 RS copes with the vagaries of the UK’s ravaged tarmac is revelatory, as it rides with tautness yet civility too. It’s never the chassis that demands you slow down, rather the engine’s exponentially increasing pace. The steering is rich in sensation, quick in response and near-perfect in its weighting.

    This is a GT2 RS that bins the uncouth, difficult manner of its predecessors and responds with pin-sharp agility, mated to its massive power. It’s engaging and interesting at any speed, which begs the question why it needs quite so much of it. Sure, nobody will be disappointed with the GT2 RS; it moves the 911 game on massively. But however incredible it is, the idea of this chassis being mated to the more intoxicating naturally aspirated 4.0-litre of the GT3 is an even more bewitching proposition.

    Above Despite some awesome performance figures – 2.8sec to 62mph and just 8.3sec to double that – it is the sublime chassis that defines the new GT2 RS.
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    FIRST IMPRESSIONS The Widowmaker’s Return. #Porsche-911 / #Porsche-991 / #Porsche-991.2 / #Porsche-911-991 / #Porsche-911-991.2 / #Porsche / #2017 / #Porsche-911-GT2-RS / #Porsche-911-GT2-RS-991 / #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2 / #Porsche-911-GT2-991 / 2017

    For the 991-generation 911, Porsche has skipped the GT2 and gone straight to the GT2 RS. We hitch a ride with #Andreas-Preuninger , head of Porsche’s GT division. By Kyle Fortune.

    Yes, the GT2 RS is happening. Porsche’s worstkept secret since the last one is out, and we’ve called shotgun on a development ride with GT division boss Andreas Preuninger.

    Physically, the prototype is a GT3 RS under a black wrap, converted by Preuninger’s team to GT2 RS technical specification. They’re extremely cagey about details, as the model won’t be homologated until the first preseries cars start running off the line, and that’s still a few weeks away.

    What they will tell us is that it has a 3.8-litre engine from the Turbo S with water-spray intercoolers fed by a 5-litre tank, plus a bespoke exhaust and revised internals.

    Outputs will be ‘more than 650bhp and 750Nm [553lb ft]’. In true GT2 RS fashion, it’s not unreasonable to expect that to be quite a bit more. Mighty then, but this is a GT2 RS, and that’s what buyers expect. It’s also, says Preuninger, something of a riposte to those saying the GT division’s focus on outright speed has been lost. Expect Walter Röhrl to put in a ludicrously quick Nürburgring time (the rose-jointed suspension is essentially a 911 Cup setup). Preuninger promises that in a straight line it will beat all its internal competition, which means 0-62mph in 2.9sec or less. With rear-wheel drive (and rear-wheel steer) the limiting factor is traction, even with bespoke 325/30 ZR21 rear Michelin Cup 2 tyres. Above 62mph it’ll monster the clock, reaching 124mph in under 9 seconds and going on to over 210mph.

    Standard PDK helps; Preuninger says it’s the only option, not just because it’s faster, but to cope with the torque. It also allows the use of the electronically controlled diff with 0-100 per cent locking.

    Extensive weight loss sees the RS usefully under 1500kg, and buyers can do their bit by dropping comms and air con, though few will. An optional Weissach pack removes an extra 30kg via a carbon roof (replacing the standard magnesium one), carbon elements in the suspension, a titanium roll cage and magnesium wheels, behind which ceramic brakes are standard. Visually it’ll be a riot: bespoke vanes on the front wing-top outlets, new intakes, a huge rear diffuser and plenty of carbonfibre. Downforce levels will be much the same as the GT3 RS’s, though it’ll look even more overt.

    We’re on roads Andreas knows well. That it’s quick is no surprise, but its acceleration is 918 Spyder in its ferocity. The ride is remarkable, too, though Weissach’s smooth tarmac is rather flattering. An autobahn run underlines brutal ingear pace, while the cabin is filled with a melodious note vaguely reminiscent of a 930 Turbo’s. Preuninger raves about the GT2 RS’s agility and poise, combined with the effortlessness of the power. He also says this prototype is only about 80-90 per cent there. Final development will bring more of everything. From where I’m sitting that’s genuinely difficult to comprehend. But then that’s exactly how the GT2 RS should be…

    Left and above: GT3 RS body, with a few tell-tale mods, cloaks GT2 RS hardware. Interior is all familiar 911, but with lightweight fixed-back buckets and roll-cage. Preuninger (blue shirt) talks us through changes.

    The cabin is filled with a melodious note reminiscent of a 930 Turbo’s
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    New 2017 Porsche 911 GT3 991.2 revealed – return of the manual

    Posted in Cars on Saturday, 25 March 2017

    New 991.2 GT3 revealed – return of the manual. Ask and you shall receive: stick shift returns as a no-cost option for Porsche’s new 4.0-litre 991.2 GT3. New 991.2 gets in gear 4.0-litre, 500hp engine. The most in-depth look at the new 911 GT3 anywhere on Earth begins right here. Written by Lee Sibley. Photography by Porsche Cars Great Britain.

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    Gemballa revives the Avalanche / Latest news, key dates, star products & race results from the world of Porsche

    German tuner’s iconic model relaunched as 820hp car based on #Porsche-911-Turbo / #Porsche-911-Turbo-991 / #Porsche-911-Turbo-991.2 / #Porsche / #Porsche-991 / #Porsche-911 / #Gemballa / #Gemballa-Avalanche / #Porsche-911-Turbo-Gemballa / #Porsche-911-Turbo-Gemballa-Avalanche / #Gemballa-Avalanche-991 / #Porsche-911-Turbo-Gemballa-911.2 / #2017 / #Porsche-911-Turbo-Gemballa-991.2 / #Porsche-911-Turbo-Tuned / #Porsche-991.2

    Legendary Leonberg-based tuning outfit, Gemballa, has revealed its staggering new Avalanche model at the Geneva Motor Show. Based on Porsche’s 911 Turbo (for the third time), the Avalanche has always sought to provide an extreme-styled, high-powered example of what Gemballa believes is the ultimate expression of a supercar. The latest model certainly looks to continue that trend: headline figures of 820hp, with a scarcely quantifiable 950Nm torque, provide approximate gains of 25 per cent more than any factory #Porsche-911 , ever.

    Some 32 years on from its first Avalanche, Gemballa’s latest iteration takes Porsche’s 991 Turbo and, according to the company itself, “has once again set standards with its uncompromising design, its interior opulence and its vehicle dynamic properties.”

    A hallmark of the Avalanche has always been its ostentatious styling, emanating here from its rear where that huge carbon fibre rear wing sits above an aerodynamically enhanced carbon rear apron and diffuser. The entire body is made from carbon fibre, with 62mm wider fenders at the front and 100mm at the rear making room for wider tyres and increased track width. Gemballa says its new side skirts quieten the airflow between axles, ensuring improved stability.

    Notably, the 2017 Avalanche looks to have done away with the 991 Turbo’s rear screen in favour of a striking intake to feed more air to both exhaust turbochargers, giving the car its silhouette. Its ludicrous power figures are the result of a flat six modified to the extent of a performance turbocharger system; intake manifolds and air suction housing made of carbon; new throttle valve bodies; a high-performance air filter; reworked cylinder heads and valves; and newly programmed engine and gearbox electrical systems. The company expects its car to “attack existing performance records.”

    The rebirth of its flagship car marks a return to the limelight for a German tuning house famous for its outlandish yet popular takes on the 911, and Total 911 looks forward to seeing the fruition of performance tests that will, again, mark the Avalanche out as a supercar with substance to match its grandiose style.
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