[ad_1]
The Porsche 911 GT3 is a rare beast. The road version (also available as a straight racecar) is the latest non-turbo 911, and the last road car features a Porsche badge that passes without a turbo.
The power comes from an enlarged and particularly energetic version of the famous "boxer" six, with a capacity of 4 liters and a rotation capacity at 9000 rpm. What is important for some, the GT3 is available with a manual transmission in the old, which was not proposed on the previous model.
Do not expect an economy to do it yourself. The six-speed is a custom-built unit designed to cope with enormous power and torque. The price of the motor car is $ 326,400 plus road costs, exactly the same as that of the version equipped with a dual-clutch gearbox PDK. The spiel goes "dual clutch transmission for the fastest lap times, manual transmission for purists". This underlines the modern fact: the two-pedal version will always be more efficient and faster, but the manual is usually more fun.
The interior of the GT3 is as functional as you would like. The beautiful Alcantara-covered flounce with its red stripe on the top carries neither buttons nor dials. The optional sport bucket seats at the front are a bit difficult to install, but hold everything in place once you're there.
Few sports cars feel better "analog" than the GT3.
Our car also had a roll bar where you could find rear seats and two sets of seatbelts at the front: a six-point harness on each seat for track use, plus conventional three-point seatbelts for the road. These are essential: it is almost impossible to get a good rear view to three quarters when it merges with road traffic without an inflexible integral harness.
Publicity
These second belts were more than a minor inconvenience, as it was necessary to ride the large lower loop of the harness when using normal seat belts. Comfortable? And I'm sure the huge rear wing is a wonderful thing in a 200 km / h sweeper, but in ordinary traffic, it exactly divides the rear view and makes visibility difficult.
& # 39; comfort & # 39; in the name only
When I took the GT3, I was not in the mood to do something so uncompromising. If I was not in a mood mood, my wife was even less so when we went to pick up a car later. She remarked that he was rolling like an old man. I mentioned that we were in the comfort setting. In sports, it rolls like an even older tractor, while the exhaust gases crack and pop as it was constantly at midnight a few minutes on New Year 's Day. And, of course, you have to hit the nose for every decent-size retarder.
"Who would want to spend all this money," said the voice of reason, "for something so noisy and uncomfortable, and why is there a cage in the back?"
The interior of the GT3 is as functional as expected, with a steering wheel coated with Alcantara and devoid of buttons and dials. 
"Men," I replied. "And in case you need to carry chickens, very quickly."
"Just stupid, really, really stupid."
I chose to believe that she was talking about the car. Anyway, some people will never understand the Porsche, especially the 911, which of course have the engine exactly where it should not be: suspended above the rear axle.
When I was in the mood of the GT3, it was just as nice as what one would expect from an upscale Porsche, even though I was not sure about it. He used only a small percentage of his abilities. You really need closed roads to assess what they can do. With the previous model, I managed to experience his many wonders on a race track. Not here, alas. Not yet.
Analogue excellence
Yes, the GT3 is very stiff, but it is better to exploit the formidable rear grip due to the engine out of the rear. Sometimes, it feels like rolling with glue, as the rear digs in the bends. You expect the inner front wheel to rise. It does not happen
Many sports car manufacturers have recently tried to make cars "analog". Few have succeeded better than here. Even the noisy cabin (not soundproof and with slamming and squeaks inside) can remind you at any time that you drive a powerful machine. This is certainly never driving you.
The revised aerodynamics apparently gives this car 20% more ground force than its predecessor GT3 without increasing drag. There are plenty of quick inclusions: adaptive suspension, rear wheel steering, braking torque vectorization, and more. However, electronic aids do not overload the driving experience. You can feel exactly what is going on under you and hang in line if you wish without the nanny systems noticeably intervening (even if you can not fool this nanny, she will know exactly what you are doing).
Official fuel consumption is 12.7 L / 100 km in combined cycle, that is, it is conducted slowly in a laboratory. In the real world, I think I have used about one eighth of a tank thinking about going for a drive. Fuel economy is not the focus of this car. Baggage capacity is also not enough, but it's nice to know how much you can hold in your nose when you need it.
Tour de force
At the other end of the scale (almost), we sampled the 911 Carrera T. The T may suggest a "targa", with a removable roof panel, or the "turbo" at the top of the beach. However, in this case, the T stands for "touring" and demonstrates that Porsche has so many variants in the 911 range that it lacks designations (there is also a GT3 Touring, for example).
The T digs into a narrow gap between the standard Carrera and the Carrera S. At a price of $ 238,400, plus costs and options on the road, the price is almost exactly halfway. The engine is the basic Carrera engine, but the T is lightweight glass, less sound-absorbing and other improvements to save weight. It also has a manual gearbox, in this case a speed of seven.
Our car was bright yellow with a dark interior with bright yellow stitching and 911 inscriptions on the headrests in bright yellow too. I'm not sure I need it, and I'm not sure that pulling cloth doors rather than proper handles really saves a lot of weight (this is part of a pack of 39 options at $ 6,270).
The T was certainly easier to live with than the GT3 in the conditions of everyday life and almost as fun. The reference "touring" is supported by a very compliant driving. The gearbox was a delight, the car was light, responsive and, again, fun. If you are near a race track, of course, the GT3 is what you need. And based on history, the most extreme version will look better as an investment. But for the greatest pleasure on the road, the T is a good package.
PORSCHE 911 GT3
- Price $ 358,100 (excluding road costs)
- Engine 4 liters horizontally opposed six (gasoline)
- Power / torque 368 kW / 460 Nm
- Fuel economy 12.7 L / 100 km (combined cycle)
- C0₂ 288 g / km
[ad_2]
Source link
