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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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    Lee Sibley
    Exactly four years ago we emblazoned the cover of Total 911’s 99th issue with first pictures of the #Porsche-911-GT3-991.1 . Diplomatically described as something of a cultural change, we asked if the 991 GT3’s resumé of compulsory #PDK transmission, electric assisted steering, actuated rear axle steering, not to mention the unceremonious ditching of the ‘Mezger’ engine in favour of a DFI flat six, was a step too far for Porsche in regards to its hardcore, track-oriented sports car. #Porsche-911 / #Porsche-991 / #Porsche-911-991.1 / #Porsche-911-991 / #Porsche-911-GT3-991.2 / #Porsche-911-991.2 / #Porsche-991.2 / #Porsche /

    Of course, history has since told us that, commercially speaking, the emphatic answer was ‘no’. Despite the odd fire and a couple of recalls, the Gen1 991 GT3 proved insatiably popular with buyers – even now, the classifieds show that used examples still comfortably trade hands for well above original list price. For a long time we all thought, reluctantly, PDK was here to stay. However, it would be unfair to say the 991 GT3 found favour with everybody. PDK represented the technological takeover of the GT3, and ensured being quick was efortless – which was the problem, as it was at odds with the saying ‘everybody can drive a fast car, but few can drive a car fast.’ For all its tenacity, the car sorely lacked driver involvement.

    Such feelings were exacerbated by the launch of the 991 R last year when the GT department mated a manual gearbox to a more powerful version of the GT3’s 9A1 engine. Andreas Preuninger then conceded Porsche had, in fact, tested a manual gearbox in its 991.1 GT3 yet opted against it. So near, yet so far! Finally, Porsche has sought to appease everybody by offering a manual version of its sure-footed GT3, though such a move surely indicates an admission to not quite getting it right the first time round. Four years on, it’s better late than never.
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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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    Track test new supercars comparison

    / #2017 #Nissan #Nissan-GT-R 570bhp version
    0 – 25 mph - 1,3 seconds
    0 – 62 mph – 3,5 seconds
    0 – 100 mph – 7,4 seconds
    0 – 160 mph 11,5 seconds

    2017 #Porsche-911-Turbo-991.2 / #Porsche-911-Turbo-991 / #Porsche-911-Turbo / #Porsche-911 / #Porsche-991.2 / #Porsche-991 / #Porsche

    0 – 25 mph - 1,0 seconds
    0 – 62 mph – 3,1 seconds
    0 – 100 mph – 6,8 seconds
    0 – 160 mph 10,8 seconds
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    / #2017 / #Porsche-911-RSR / #Porsche-911-RSR-991 / #Porsche-911-991 / #Porsche-911 / #Porsche-991 / #Porsche-911-RSR-991.2 / #Porsche-991.2 / #Porsche /

    There were tears in the paddock when Porsche arrived at Le Mans in the summer only to discover Ford had been sandbagging in the opening rounds of the 2016 World Endurance Championship with its new GT racer.

    For 2017, then, Porsche has thoroughly redeveloped its 911 RSR to provide its factory team with the best possible GT racer for tackling the challenge from Ford and others. Changes include a new midmounted (yes, a 911 that’s not rear-engined) normally aspirated, 503bhp 4-litre flat-six engine.

    Meanwhile, the aero design of the carbonfibre bodywork – including a sizeable rear diffuser – is claimed to be on a par with that of the Le Mans-winning LMP1 919 Hybrid. There is also a radar-based ‘Collision Avoid System’ to detect fastapproaching LMP cars and warn RSR drivers of potential danger. Porsche anticipates entering 19 races with the RSR in 2017, debuting at the Daytona 24 Hours in January.
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    NEW GT3 CUP REVEALED / News The latest news from the fast-paced #Porsche world. #Porsche-911-GT3-991.2 / #Porsche-911-GT3 / #Porsche-911-991 / #Porsche-991 / #Porsche-991.2 / #Porsche-911-GT3-Cup-991.2 / #2016 /

    Porsche’s new GT3 Cup car gives us a hint of what a road-going secondgeneration Porsche-991-GT3-991 might look like…

    Alongside the E-Hybrid and 919 Hybrid on the Porsche stand at the Paris Motor Show (right) was the brand-new secondgeneration 991 GT3 Cup racing car. The car has been completely reworked by the Porsche motorsport department to fall in line with the newest generation of production-style GT racing across the globe.

    An aluminium-steel composite construction ensures maximum rigidity and a lightweight body, resulting in the car weighing in at 1200kg. It is powered by a naturally aspirated four-litre flat-six producing 485hp and, thanks to a redesigned aerodynamics package, it is already producing faster lap times than its forebear, we’re told.

    This latest #Porsche-911-GT3-Cup car follows a string of successful variants, which started with the 996 in 1998 since which some 3031 units have been delivered. Significantly, the new car as shown at Paris hints at what a road-going face-lift car might look like. Completely redeveloped, this latest 911 GT3 Cup car will take to the starting grid of the world’s race tracks in #2017 . It features a range of innovative details designed to improve its efficiency and engine performance, ensuring increased durability and reduced maintenance costs.

    A valve drive with rigidly mounted rocker arms and a central oil feed are employed for the very first time. Alongside that an integrated oil centrifuge optimises oil defoaming in the engine, and a crankshaft with increased rigidity appears. On the outside a new front apron is joined by a fresh rear end to improve downforce aiding traction and performance. Talking of downforce, the car’s prominent 184cm-wide rear wing has been retained from the previous model.

    The wheel dimensions are also unchanged: the single-piece 18-inch rims with centre lock are shod with vast Michelin racing slicks. The driver is protected by a solid safety rollcage and an innovative, bucket-style racing seat that is moulded around the head and shoulder area. An enlarged rescue hatch in the roof sits in line with the latest FIA standards, making driver extraction in the event of an accident easier.

    The GT3 Cup is built on the same production line as the 911 road car at Zuffenhausen. Its tuning is performed at the Weissach motorsport centre, where vehicles are also thoroughly tested by a professional race driver prior to delivery to customers.

    As Porsche has built 3031 units of the 911 GT3 Cup (996, 997 and 991) since 1998, that makes it the most-produced GT racing car in the world. Initially the new car will appear in the Porsche Mobil 1 Supercup series in support of the F1 calendar, in the Porsche Carrera Cup Deutschland, and in North America before spreading to the rest of the world’s Porsche Cup championships, including the UK’s Carrera Cup GB, in #2018 .
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    Two of a Kind / #2016 #Ferrari-California-T / #Ferrari-California / #Ferrari vs. #2015 #Porsche-911-Targa-4S-Exclusive-Edition-991 / #Porsche-911-Targa-4S-991 #Porsche-911-Targa-4S-Exclusive-Edition / #Porsche-911-Targa-991 / #Porsche-911-991 / #Porsche-911 / #Porsche / – giant road test / #Porsche-991

    The brand values of Ferrari and Porsche are models like the California T and 911 Targa 4S 991-series enhanced. Wider drawn. And how!

    Such a Porsche 911 Targa was then determined no oogstreler. That crazy high roof with flat or centerpiece. And those moments' Targa' bracket, far too wide and too high. Moreover, such a removable roof panel raised the suggestion of releasing and cumbersome storage thunder that distracted from the essence of around 911. That being the sharpest and most aggressive German sports car. The Targa seemed therefore particularly one for poseurs and suntan lotion types. But perhaps the worst: police chose this Porsche. Equipped with fluorinated surfaces, flashing lights, sirens and megaphones, and indeed officials clownish pothelmpjes, they were provided on the friends of power and speed. No, a Porsche Targa could only with the greatest skepticism and reluctance to be viewed. In 1989 he disappeared.

    But then, so many years later, this new 911 Targa 4S. Low, wide ultra extended, and thanks to a much lower C-pillar also a much lower roofline with minimalist panorama cut diamond. A beast of a Porsche. Frankly ultimate Porsche beast. Here too in Exclusive Edition, with Gulf-blue paint, black semi-Fuchs wheels and distinctive fabric seat covers. Exactly what you do then, with your imagination as a weapon against the shame of what he was not, even though with pencil and paper made of. And behold, there he stands still. More beautiful and more brutal than you ever signed him.

    With a back that - world upside down - sure enough is better than that of the Coupé. You want him whatsoever. And nothing else. Those 140 kilos and those few extra horsepower less - what are we boxer with 400 horses on the way? - We send will benefit. And that compulsory four-wheel drive in the same way seen actually very rally racing sports. What an automobile!


    Something like 'converted keerds' the Ferrari California goes T. The type name 'California' debuted fifty-six years ago on a luxurious glamorous cabriolet based on the 250 SWB (Short Wheel Base) with front-mounted three-liter V12. He was reserved mainly for American clientele - read: Californian, Hollywood - who actually embraced the car. Of these, the witness now and then emerging ones that are invariably touted as ex-James Coburn 'or' ex-Sophia Loren.

    In 2008 the model name was once again on everyone's tongue when the new #Ferrari California at the #Paris-Motor-Show was introduced. No glamor model, but a compact coupé-cabriolet with motorized the front axle and a rear-mounted 4.3-liter V8, derived from the (just redeemed) '430'. A compact, classic and elegant appearance with an à la former California's semi-circular oval radiator grille, a slender nave and an uphill via a perky curve, massive tail party. Therein traditional dual round taillights, beneath just four modern stacked exhaust pipes. Ferrari wanted with this 2+2 California appeal to a wider audience, which is a success, as evidenced by high sales and the fact that seventy percent of the clientele appeared to be foreign brand. Half of the buyers revealed that Ferrari also put in daily.

    But from this model year is the Ferrari California nevertheless changed dramatically. A more dramatic nose party grille mouth and sharp spoiler lip, higher and higher into the front wings sweeping headlamp units, true ventilation grilles in the front fender sides, additional curved sill skirts under the doors and under the tail part of the aluminum partitions of a large diffuser. With aside two of them twice, now adjacent exhaust pipes. That simple 'T', however, suggests the most dramatic change, also causes other changes: the use of turbocharging. Two twin scroll variable boost exhaust gas turbines, one under each cylinder bank. The displacement of the V8 turns reduced to 3.9 liters, which also has to do with Asian markets that prohibit displacements of four liters or more or idiot burden. Nevertheless, there are no less than 70 horsepower and an almost unbelievable 270 Newton meters more at precisely 20% less CO2 emissions. A miracle. Despite all that anyway weather turbulence among car enthusiasts. "Even Ferrari is now on its knees with turbocharging 'and' farewell to a sharp and especially the real Ferrari sound." Laity talk. Everything is exactly the opposite.

    Grotesque SPECTACLE

    The Porsche Targa 4S is one of the current twenty variations on the theme of '911' and owes its existence as much to America. Namely the roll-over protection requirements that the debuting in the US in 1964 911 Coupé in any open design had to meet. Already in 1965 the Germans introduced the first Targa, including typical roll bar with and a rear section. In 1967 finally appeared the version with hard roof panel and fixed rear window. That 'Targa' (Italian for 'arms') Porsche actually took the Italian mountain Targa Florio race in Sicily with its numerous sharp curves, where the relatively small Porsches in all respects 'real' brands.

    Of unlocking, removable and "storage thunder 'absence at the Porsche 911 Targa 4S Exclusive Edition, nor in our Ferrari California T, with their automatic. A grotesque spectacle of themselves cascading, founding, then collapsing and finally roof panels. Sees California T in the closed position as an aggressive sports coupe, then he turns into fourteen seconds into a really gentle glamor convertible. The Porsche swaps in just twenty seconds of icy street fighter in a rugged Carrera Panamericana race car.

    Routing ACTION

    It must be said: Targa-driving is still the best way of open driving. The feeling of sporty security and protection enclosed (quite comfortable with 400bhp and a top speed of 294!), Also an appropriate kind of discretion, while in the meantime not perish from the din and your hair also not vertically sucked out of your skull. And yes: the 911 Targa 4S drives superior.

    Even though he weighs his roof and four-wheel drive so something more. And it was for that reason provide a more comfortable suspension. Nothing to criticize. The Porsche Targa is and remains a tough, stiff and fierce sports, whether or not through a button, by the way, also one of the most beautiful car sounds. The bright his boxer, with a center console button strengthen even for once again overwhelming Targa occur. He's no different than if four-wheel drive available. Under normal circumstances, however power to the rear wheels only when excessive use any surplus power optimally distributed under the direction of the Porsche Traction Management, the Porsche Stability Management oversees the handling. Now a 911 anyway a car that has been on the primary drive wheels resting motor weight optimal grip under sporting conditions. But the relatively light nose is high (cornering) speeds through the front wheels to auxiliary beautifully drawn in line. Ergo: there are extremely high cornering speeds. The Porsche incidentally feels obvious 'right' without much feedback, where you realize that the limit range might not be immediately noticeable. He has less power and torque than the Ferrari, but it absolutely does not feel that way. The 911 Targa, with its 400 horses atmospheric very fierce and very rampant hard to insane speeds accelerating sports car. Again via seven flashy PDK gear changes. You feel the grimace on your face, as 'bad' the excess, the explosions of power and speed. With that rock-hard six-cylinder boxer sound. Throughout your Targa arch.

    The Ferrari California T stores after pressing the red start button on the steering wheel with a raucous roar and walks hoarse booming stationary. On the center console another button, which "1" switches on and we just need to give gas to drive away. The engine blows overwhelming and the robotic bin flies straight through a gear or two, three. When lightning expired shift points. Seamless. And each followed by a greedy grab by. Manually via steering wheel paddles break is always possible leaving soon creates a very obvious mixed use. Naturally automatically switching if traffic is busy, and once the trail is open but equally, you are going pinball again. You're really "in" the Ferrari. Not only with the roof on it, but even open driving. How exposé you are. A clear sunken seating position in the 'Daytona' sport tubs, overlooking the high artistic and dashboard with its beautiful curving shapes and colorful instrumentation. The different Ferrari nameplates and prancing horses will make you 'in a Ferrari driving' realizes constantly happy.

    The California T runs effortlessly and comfortably. Calm, or torrid hard. No need or urge to turn into another driving mode via the Manettino. If you do this, and then you go to sports, then there will be a clear artificial nervousness and anguish on to possibly freer ESP. After which small cross jokes can be made. The surprising thing is that even in Sport California remains nicely to move several axes and you know exactly what kind of jokes.

    JUST '320'

    The acceleration of the California T is moreover nothing less than sensational. With right merciless Newton meter-waves that are the result of a deliberate phased torque due to the exhaust gas turbines. Building in the first three 'sprint'-speeds up to 555 Newton meters torque for optimal (off) acceleration, while that flock each successive acceleration with jumps of 20 and 50 percent increases to finally that record high 755 Newton meters at' 7 '. Which incidentally had a longer transmission. The philosophy behind this is, according to Ferrari expressly multiple. Firstly, the initial acceleration are continuous, while at higher speeds more torque becomes available as rolling and air resistance increases exponentially. Meanwhile, in the highest gear also mentions the minimum speed and thus lower fuel consumption and less CO2 emissions. You can tell them what you want, for example, that you are not in a Ferrari waiting for this kind of castration, but there is been a highly technical race system with ditto effect. The harder you ride with California T, the more dramatic the increase of forces is palpable. Especially in '6' and more in '7' on the way to and at high speeds. There is no kind of compromise palpable. On the contrary. Realize also that this "cheapest and least powerful Ferrari because of a simply tapping on top of '320' is one of the fastest cars in the world.

    Because of its power curve, the outstanding precision - electrically assisted - control and the well palpable chassis Ferrari let them ride perfect. A sports car that allows even opposite supercars can no longer be acted mercilessly. With all assistance systems off you'll California at its purest. Nothing helps. Literally not. But just then felt how good the set-up. A long time a lot of grip, even full of curves and insturend from accelerating, thanks to an electronic locking effect on the differential, which is just so cooperative in breaking that grip and making slides. The sound that makes up to speed hunted biturbo V8 with its flat-plane crankshaft, a hard pruning wail. So that you're almost embarrassed.


    Notwithstanding the justifiable elation about the Ferrari is hard going in the Porsche Targa 4S still a much purer emotion. No turbos, no torque wave, no manettino's, and maybe not the emotional burden of the Ferrari-driving. It is boarding behind a black dashboard, in addition to your high and wide center console with intuitive to find buttons and controls. All in the same color and style, and thick Germanic quality. And for the rest, going with the Targa. The Porsche has a robotic-system who does everything, and thereby sounds like a racing car. With cornering thanks to the variable-wheel-drive-footed handling. In terms of border reach you, until maybe once a track day, but just blindly rely on the handling systems.

    The speed sensation can actually come for nothing. We rode the California and the Targa also side by side, up and in. Of course the Ferrari ran with its surplus power bit. But it's not much. Not so much that it does not 'make adjustments' would be. Here, too, will be able to provide a circuit day outcome. But applies to everything: and so what?

    The Porsche Targa 4S and the Ferrari California T are precisely what they are not, clear statements. Not necessarily the biggest, strongest and most expensive within the range of their creators, but meanwhile formidable useful machines. Each also their unique way of metamorphosis. Perhaps the most beautiful side of the same. They are, in effect, 'money launderers' of intensive racing that both sports racing car factories are guilty, but that they deserve through these types of cars. And owe their existence.

    Must still be said which of the two we prefer? The Porsche Targa naturally. Laundering of personal passion.


    Engine rear-mounted 3.8 liter six-cylinder boxer 400bhp / 294 kW DIN at 7400 rpm, 440 Nm at 5600 rpm
    Transmission Robot seven-speed PDK gearbox with two-plate clutch, variable all-wheel drive through Porsche Traction Management
    Dimensions in cm 449 x 185 x 129
    Wheelbase in cm 245
    Weight in kg in 1575
    0-62MPH sec. 4.6
    Top 294kph
    Consumption in l / 100 km 9.2
    CO2 emissions in g / km 214
    Price in Euro 164 475
    Price test car in Euro 226 667
    Options test car include Exclusive Edition Package Gulf-blue paint, adaptive sports seats 'Plus' with 'Pepita' leather finish, LED headlamps with black reflectors and Porsche Dynamic Light System, sport exhaust, Sport Chrono Package Plus


    Front mounted engine 3.9-liter V8 biturbo, 560bhp / 412 kW at 7,500rpm, 755 Nm at 4750 rpm
    Transmission Robot, mechanical seven-speed F1 gearbox with two-plate clutch, rear-wheel drive
    Dimensions in cm 457 x 191 x 132 cm
    Wheelbase 267 in
    Weight in kg in 1625
    0-62MPH sec. 3.6
    Max speed 316KPH
    Fuel consumption in litres / 100km 10.5
    km CO2 emissions in g / km 250
    Price in Euro from 223,523
    Price test car in Euro 265,309
    Options test car includes' MagneRide Dual Mode 'wheel suspension, 20-inch wheels with Diamond Sport Style Finish, two-tone exterior color, Scuderia Ferrari logo shields "Daytona style 'electrically adjustable comfort seats.
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