Ladies and Gentlemen, this is your Pilot speaking, my name is Tseno, I hope you are having a great day and in today's episode I have a proper German drag rac Four days post this past Thanksgiving on a chilly and cloudy day in Monterey, California, our pro racer Randy Pobst lapped an Ultraviolet GT3 RS around MRLS in just 1: That's seconds quicker than the Turbo S. (Looks like the forecast should've been for purple rain.) Surprised? We were. Sure, the GT3 RS is the most track-focused 911 to date, but the Turbo S is no slouch, either. Moreover, the Turbo S is rated at 560 horsepower and 516 lb-ft (the new '17 gets bumped to 580 hp) and had all-wheel drive and optional Dunlop Sport Maxx Race rubber from the standard GT3. Should it have been more than seconds slower than the 500-horsepower, 338-lb-ft rear-drive RS, which, granted, weighs about 400 pounds less but has the same carbon-ceramic brakes and slightly wider and possibly stickier Michelin Pilot Sport Cup 2 tires? To the Turn 1, the more powerful Turbo S holds a slight lead, registering a top speed of mph versus the RS' But as they enter the long, sweeping Turn 2, the RS closes the gap. At the first apex of the turn, the RS outgrips the Turbo S ( g versus creating an 8-foot advantage. But the Turbo S manages to carry more speed through the turn (minimum of mph versus the GT3's and catches the RS at the exit. That's the last time the Turbo S would ever be RS stomped the Turbo S by seconds at of 2 and toward Turn 3, Pobst is able to accelerate earlier and harder in the RS, posting a speed of mph, noticeably faster than the Turbo S' By the midpoint between Turns 3 and 4, the RS is already 84 feet ahead. Coming into Turn 5, the RS has nearly doubled its lead—now to 150 feet—thanks to a better exit out of 4 and a speedier blast down the straight ( mph versus Around Turn 5, the RS once again outgrips the Turbo S ( g versus extending its lead another 10 feet by the midpoint to 6. From Turns 2 through 6, we see a similar dynamic, with the RS' data line resembling a V and the Turbo S' a U, showing that the RS exhibits very little mid-corner steady-state cruising compared to the Turbo S—just brake, turn, and go. "The RS is rather loose and requires immediate power to help stabilize the rear," Pobst says. "Braking and acceleration are separated. The Turbo S is better balanced and more comfortable to lean on mid-corner, so it can blend braking and acceleration more."A big lat-g advantage through Turn 6 ( g versus helps the RS launch out of the corner earlier and with more oomph. Despite heading uphill toward Turn 7, the comparatively torque-deficient naturally aspirated RS ups its lead to 212 feet over the Turbo S. Down the infamous Corkscrew, the RS stomps the Turbo S, testing director Kim Reynolds says when it posts a cornering speed more than 6 mph faster ( versus The stomping continues through Turns 9 and 10—each a high-speed, high-g endeavor—where the RS is able to accelerate sooner, corner harder, and just go faster. The stats for the last corner, the sharp left Turn 11, show the cars behaving similarly with negligible separation in lateral acceleration and cornering speeds, but the RS is so far ahead that it reaches the finish line some 350 feet and seconds before the Turbo S."The RS is very track-oriented and feels it," Pobst says. "Light, quick, and responsive. The Turbo S is very capable on track, but it's more street-oriented—softer suspension, more body roll, a lot more mass—and feels like it. The speed difference comes from significantly greater agility of the RS, though the better-balanced AWD Turbo S was far easier to drive at the limit."2014 Turbo S: 1: 2016 GT3 RS: 1: More Kiinote columns:Growing Gains: Benchmark Compacts Go Big, Get Better 5 for '15: A Handful of Great Rides from 2015 Downsizing Hits an Upswing: Smaller Turbo Engines Are Going Big A Tale of Two Top Tens: Japan and Make, Buy Very Different Vehicle 2023 Porsche 718 Cayman GT4. Select configuration: GT4 Coupe. $106,500. Starting Price (MSRP) 8.4. Porsche 718 Cayman GT4 For Sale Porsche 718 Cayman GT4 Full Review Porsche 718 Cayman GT4 Trims There are a lot of variations of the Porsche 911, so today we’re going to pitch a few of them against each other to see which is fastest. First up, we have the latest Porsche 911 Turbo S. It has a twin-turbocharged flat-six with 650hp and 800Nm of torque. It also has all-wheel-drive and an eight-speed dual-clutch automatic gearbox. It’s quite heavy, weighing in at 1,640kg. Next up, we have the oldest car here. The Porsche 911 GT2 RS also has a twin-turbocharged flat-six engine, but here it produces 700hp and 750Nm of torque. This goes to the rear wheels via a seven-speed dual-clutch automatic gearbox, and thanks to its lack of all-wheel-drive it tips the scales at 1,470kg. Finally, we have the Porsche 911 GT3. It produces 510hp and 470Nm of torque from its naturally aspirated flat-six engine. It has a seven-speed dual-clutch automatic gearbox and RWD, plus it’s the lightest car here at 1,435kg. So which will prove to be the ultimate Porsche 911? You’ll have to watch the video to find out. Thanks to its shorter wheelbase and superior tires, the GT3 reigned supreme in this event with an average speed of 49.9 mph, exactly 2 mph quicker than the Cayman R. The 911’s speed varied When it comes to the Porsche 911, there isn't really a bad trim to pick from. Even in basic Carrera S form, it's an excellent driver with a lot to offer. The Turbo S and GT3 RS then, are at the very top of the 911 range for a reason. Each offers the greatest capabilities of the current 911 platform. But which one is faster around a track? This new head-to-head onboard video is here to show us. While the Turbo S and the GT3 RS share similar price brackets, each car has its own unique set of features that make it great. The GT3 RS, for instance, has plenty of carbon fiber bodywork to save weight, and has heaps of downforce thanks to that huge wing. It has a naturally aspirated 500-horsepower flat-six, driving the rear wheels. The Turbo S, on the other hand, is a completely different beast. It's geared more towards luxury, equipped with a full interior and a much more tame exterior design. But unlike the GT3, the Turbo utilizes forced induction and all-wheel-drive grip to claw its way through a turn. EVO got the chance to bring these two ultimate 911s on track and compare times. Despite the vastly different ways each car goes about getting around the track, with the same driver behind the wheel, they set the exact same lap time. It just goes to show, no matter which top-of-the-line 911 you choose, you'll have a machine capable of going very, very fast. This content is imported from YouTube. You may be able to find the same content in another format, or you may be able to find more information, at their web site. This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at
The Porsche 911 GT3 is the greatest car on sale today. and—with a starting MSRP of $144,000—the most expensive Carrera you can get before stepping up to a Turbo or a GT3. Snugged behind
Auto PORSCHE Porsche 911: Turbo S, GT3 e GT2 RS a confronto [VIDEO]Soltanto una ha la trazione integrale di Alessio Salome27 Dicembre, 2021 Porsche Mat Watson del noto canale YouTube Carwow ha recentemente messo a confronto tre Porsche che dimostrano come la potenza è nulla senza il controllo. In particolare, sono state confrontate una Porsche 911 Turbo S, una 911 GT3 della generazione 992 e una 911 GT2 RS della generazione 991. Nonostante quest’ultima sia quella più vecchia, riesce a sfruttare meglio la potenza proveniente dal motore a sei cilindri piatto biturbo da litri che riesce a sviluppare 700 CV e 750 Nm di coppia massima. Tuttavia, questi numeri vengono scaricati soltanto sulle ruote posteriori. Passando alla 911 GT3, viene fornita con un motore aspirato da 4 litri che produce 510 CV e 470 Nm. Anche in questo caso è disponibile solo la trazione posteriore e inoltre è la meno potente del trio. Infine, abbiamo la 911 Turbo S che vanta un motore biturbo da litri che genera 650 CV e 800 Nm. In questo caso, però, c’è la trazione integrale. Pur essendo la seconda auto più potente fra le tre, è l’unica ad avere la trazione su tutte e quattro le ruote. Non vi anticipiamo nulla sul risultato finale. Vi basta cliccare sul tasto Play dell’anteprima del video presente ad inizio articolo per scoprirlo!  è stato selezionato dal nuovo servizio di Google News, se vuoi essere sempre aggiornato sulle nostre notizie Seguici qui Leggi altri articoli in Auto
Comparatif entre : Porsche 911 GT2 RS et Porsche 911 GT3. Dans la jungle et la masse des modèles disponible à la vente, nous comparons ici une Porsche 911 GT2 RS et une Porsche 911 GT3. Ce match
Two or three? I've been asked it many times; not children, though that's a debate Mrs Fortune and I have been having for a long time. Instead it relates to Porsche's current GT cars. The strength of feeling out there to one or the other is like the People's Front of Judea's scorn for the Judean People's Front - only the splitter here's an aero by naturally-aspirated or turbocharged Stuttgart flat sixes, they hail from the same GT department and were developed in parallel, that much is obvious. GT road car boss Andreas Preuninger even admitted on the quiet that perhaps they should have launched the 3 before the 2, but circumstances prevented they share so much is unsurprising; what does shock, though, is the extent to which they differ. We'll avoid the debate on lap times, as that's a whole different sport, and instead concentrate on how they feel on the road. I've driven both, but until now the opportunity to sample them back-to-back has proved elusive. That all changes today, on the sensational Scottish roads up near Ullapool, on the North Coast 500 route. The bridge in the pics is Kylesku. The roads around there as brilliant as the scenery, and about as far removed as any track as it gets - even the one where these RSs perform so in the GT3 RS first. Having been around the Isle of Man in this exact car only a few weeks earlier, it feels very familiar. In the middle of the Irish Sea it mesmerised; its abilities catapulted far beyond the already sensational heights of the Gen I GT3 RS, a car I genuinely couldn't conceive Porsche making any better when it launched. It is though. The changes to the Gen II GT3 RS might have initially logged in the 'meh' category on first reading the specification, but the car is less a minor evolutionary leap than it is an entire change of that end the GT3 RS has a lot to thank its GT2 RS relation for. It rides on suspension that, barring a slight adjustment to the set-up to account for the differing performance delivery and weights, is all but identical. That's ball-jointed throughout, save for one connection that links the rear-wheel steering system. The spring rates are up, the dampers and roll bars significantly wound back. The effect, on both cars is incredible poise, without any significant compromise in ride both can cope with the vagaries of UK tarmac is testament to the GT department's decision to take such a route. The resulting wheel and body control is tremendous, allowing each to better exploit their NA or turbocharged take on the obsessively honed flat-six engine, slung out the back behind the same 325/30 ZR21 tyres. The dimensions are the same, too, save for the 3's slightly lengthier shape (although there's only 8mm in it).Visually they're riotous, as befits their performance goals, both wearing the aero addenda that defines their track-refugee status, with NACA ducted bonnets, huge intakes to cool, vents to depressurise and evacuate spent air, and rumps adorned with wings so vast they'd surely take flight if they were inverted. As similar as they are, it's the differences that really hit home, the GT2 RS's more upright, plough-like front more pugnacious, likewise the rear's lower diffuser, with the massive exhausts situated in contrasting black bodywork, the GT2 RS, shouting, in Preuninger's own words: "I'm the alpha animal."That's as may be, but with the 2 RS ultimate downforce wasn't such a key development focus; Preuninger admitting that he wanted less drag to enable its ridiculous pace deep into three figures on the Autobahn. That's a subtly different proposition to the GT3 RS; its aero has always been all about downforce, albeit while still trying to minimise drag, which is the enemy to its racing less overt, relatively speaking, the exhausts inboard, situated among painted rather than contrasting bodywork, lacking the forceful visual pugilism that the 2 RS brings, and denied in UK form its most outrageous look (the Weissach pack being unavailable to British buyers). Either way, they both look incredible - unless you're in the Touring camp, of course. The chances are you know the figures, but in case you need reminding the GT3 RS produces 520hp from its naturally-aspirated flat-six. The GT2 RS loses 200cc of capacity for a flat-six, but adds a pair of variable vane turbochargers with a water-injection induction system, allowing it an almighty 700hp. And the performance? Take these as typically Porsche conservative; the 2 RS reaching 62mph in seconds, the 3 RS trailing it by seconds. The 3 trailing is true everywhere, 99mph arriving in seconds and 124mph in seconds as it runs to its 211mph maximum. In Germany, only, of course. The 3, meanwhile, takes seconds to reach 99mph, and after that we're left guessing, though it will reach 193mph. Plenty quick, particularly when the limit around here is the GT3 RS is absorbing enough even at legal speeds to deny me the pleasure of the sensational views. No, the richness here is in the drive, the detail, and the way the GT3 RS is able to engage and delight on the roads that meander like rivers around the topography, every turn and twist communicated with such clarity, dealt with with such precision as to wonder why you'd ever want anything chassis might have been the key in defining the evolutionary leap with this GT3 RS over the Gen I car, but the engine changes are no mere support act. To experience the 9,000rpm redline, and specifically the enthusiasm with which the engine responds all the way to it, should be on every PHer's bucket list. Add a transmission that's so fast as to feel like it's hard-wired to your synapses and the combination of the three, in conjunction with the incredible brakes, creates about as absorbing and immersive a driving experience as you could ever wish GT3 RS's talent seam is so deep, yet even when you're just scratching at the surface it engages, every input rewarded with immediate response, underpinned with detailed control to the end benefit of speed. The GT2 RS, as with its looks, is more overt in its delivery. That's hardly surprising given the more forceful nature of its engine, the way it hauls from low revs has to be experienced to be believed. That it still loves revs, thrives on them even, is wonderful, the 2 RS's powerplant representing a revolution in turbocharged engines which takes all of the advantages forced induction brings, yet leaves any compromises on a shelf marked 'history' back in difficult not to be seduced by the GT2 RS's massive urge, yet the old adage that power corrupts just isn't applicable. The chassis is more than a measure for the incredible forces that the engine creates. That we've reached a point where an arse-engined, RWD, 700hp turbocharged Porsche can genuinely be described as exploitable underlines just how far we've come. Less widowmaker these days, then, and more mistress - you'd spend less and less time at home if you had one of these...Here, on these roads, its ability to shorten journey times is other-worldly, arriving at the next corner seemingly before you've exited the last one. It's that fast, for which you can read, that capable. There's the same incredible poise, the chassis acting as an enabler to the phenomenal engine; ably assisted by the brakes' unerring stopping power and the PDK transmission's ability to fire up and down its seven ratios with is surprising over the same roads is how different they feel. Yes, the anticipation is of nuances, but had you described this experience I'd have dismissed it. The GT2 RS feels bigger, physically, a manifestation of its greater performance potential, even if the reality is that they occupy the same amount of tarmac. It's not a blunt tool by any measure, but the rear axle's dominance is apparent, the steering marginally less eager to turn in than on the GT3 the GT2 RS delivers more of its performance earlier, the GT3 RS needs teasing to produce its best. There's a greater input to reward ratio with the 3, simply because you have to work it that little bit harder to deliver. That the reward is a 9,000rpm redline is enticing enough, the sound emanating from it as it reaches those heights being of the goosebump-inducing variety. The GT2 RS's mightier, deeper notes are sensational, but lack the finer delicacy of the 3's are incredible, intoxicating cars, and for me to say one is better than the other is nigh on impossible, if not arguably moot given many buyers will simply have both. But I'll stick my head out there, disagreeing with the man responsible for building them himself, and say if I had to pick one it would be the GT3 RS. To many, that'll be wrong, to others right. I don't really care, as both factions have enormous merit. What is indisputable, however, is that both camps having such outrageously talented, exploitable and engaging offerings available to them is surely no bad thing. SPECIFICATION - PORSCHE 911 GT3 RSEngine: 3,996cc flat-six, petrolTransmission: 7-speed PDK, rear-wheel drivePower (hp): 520@8,250rpmTorque (lb ft): 347@6,000rpm0-62mph: speed: 194mphWeight: 1,430kg (DIN)MPG: 291g/kmPrice: Ă‚ÂŁ141,346SPECIFICATION - PORSCHE 911 GT2 RSEngine: 3,800cc twin-turbocharged flat-sixTransmission: 7-speed PDK, rear-wheel drivePower (hp): 700@7,000rpmTorque (lb ft): 553@2,500-4,500rpm0-62mph: speed: 211mphWeight: 1,470kg (DIN)MPG: 24CO2: 269g/kmPrice: Ă‚ÂŁ207,506 (plus Ă‚ÂŁ21,042 for Weissach package)
Experience the difference between the 911 Turbo S and 911 GT3. 911 Turbo S. Top Speed. Acceleration. PDK AWD. 640hp max horsepower. 2.6s 0-60 mph. 205mph Top track speed. 911 GT3.
Photo credit: EVO / YouTubeFrom Road & TrackWhen it comes to the Porsche 911, there isn't really a bad trim to pick from. Even in basic Carrera S form, it's an excellent driver with a lot to offer. The Turbo S and GT3 RS then, are at the very top of the 911 range for a reason. Each offers the greatest capabilities of the current 911 platform. But which one is faster around a track? This new head-to-head onboard video is here to show us.[contentlinks align="center" textonly="false" numbered="false" headline="Related%20Story" customtitles="How%20Every%202017%20Porsche%20911%20Variant%20Acts%20on%20Track" customimages="" content=" the Turbo S and the GT3 RS share similar price brackets, each car has its own unique set of features that make it great. The GT3 RS, for instance, has plenty of carbon fiber bodywork to save weight, and has heaps of downforce thanks to that huge wing. It has a naturally aspirated 500-horsepower flat-six, driving the rear Turbo S, on the other hand, is a completely different beast. It's geared more towards luxury, equipped with a full interior and a much more tame exterior design. But unlike the GT3, the Turbo utilizes forced induction and all-wheel-drive grip to claw its way through a got the chance to bring these two ultimate 911s on track and compare times. Despite the vastly different ways each car goes about getting around the track, with the same driver behind the wheel, they set the exact same lap time. It just goes to show, no matter which top-of-the-line 911 you choose, you'll have a machine capable of going very, very Might Also LikeNine of the Fastest American Cars to Ever Lap the NurburgringTen of the Most Outrageous Pickup Trucks Ever ProducedThese Concepts for Le Mans 2030 Give Us Hope for the Future of Motorsports ACu2.
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    • porsche 911 turbo s vs gt3 rs