Is Porsche's 718 Cayman GTS Better Than The Old GT4?

The steady march of progress often comes with some compromises. In Porsche's case, the naturally aspirated 981-generation GT4 has given way to faster and more capable turbocharged 718-generation mid-engine monsters. With a flatter torque curve and an earlier power delivery, the 718 Cayman GTS puts up a faster lap-time at nearly any track than the GT4 of just a couple years ago, even on less sticky tires. The chassis has been improved for maximum grip, a new turbocharged four-cylinder has been mounted where that glorious 3.8-liter flat-six once sat, and the electronics have all been exploited to make the driver near God-like. In many ways, yes. One only needs to watch this great video from Matt Farah on The Smoking Tire channel on YouTube to get a good comparison between the two Porsches. While Matt seems content to trade audible engagement for speed and torque, I am not quite as sold on the new car. The first few minutes of the video are at the wheel of a friend's GT4, and that sound is second to none. It may well be one of the best sounding cars Porsche has ever built. It's high on induction noise and that exhaust note is just mind-bendingly lovely. Both the 718 and the 981 are incredible in their own ways, but I'll take the keys to the one with the wing every time. The rumor mill is churning with reports that a new GT4 is coming, and it'll be powered by a detuned version of the current GT3's 4-liter naturally aspirated flat six. I count that as a victory for potential GT4 buyers, because the improved 718 chassis will pair quite well with the big six. As long as it's still available with a manual transmission, it will take the new mantle. For now, maybe lease a 718 for a while and wait for the new GT4 to launch.

The base Carrera got a revised DFI (Direct Fuel Injection) version of the 3.6L 6-cylinder engine, producing 340 hp and 288 lb-ft of torque with dry sump lubrication. The Carrera S got a revised DFI version of the 3.8L 6 cylinder engine, producing 380 hp and 310 lb-ft of torque with dry sump lubrication. With the Carrera S, they introduced a new 3.8L 6 cylinder engine producing 355 hp and 295 lb-ft of torque. There was also an option called the X51 Powerkit which boosted power to 376 hp and 306 lb-ft of torque. The Carrera S also came with a long list of standard equipment that was optional on the base Carrera. This included PASM (Porsche Active Suspension Management) which allowed the driver to select different modes for the suspension. It also came with 19-inch wheels, 911 Turbo brakes, sports exhaust, bi-Xenon headlights, and aluminum-finished instruments. Now that you know all of this, it's time to assess which one is right for you.

This will be the least expensive version of the 997 and is for the person who didn't like the looks of the 996 911 and wants a great Sunday drive car. Keep in mind that many people find even the base 997.1 cars to be plenty to handle; it's no slouch. This is the best investment out of the 997 Carrera's. It has the bigger engine and all the options that make it worth every penny. It would also be a great track car if you didn't want to spend the money on a GT3. If you plan on driving the car hard, at track days or the like, make sure to find a car equipped with the X51 kit. Not only does this add some cool power features, but crucially, it offers the improved, baffled oil sump, which keeps the engine better lubricated around high-G force corners. This is the best entry-level late model 911 out there right now.

The prices are still fairly low and you are getting a lot of car for the money. The 997.2 cars won't exhibit any issues with IMS bearings and offer a more modern, refreshed look. It may still be possible to find Certified Pre-Owned (CPO) examples as well. This, of course, will be the most expensive but it likely won't depreciate that much due to the list of equipment this car comes standard with. There were a lot of options offered for this car, and there are versions out there where customers went crazy with them. When looking at different cars, keep in mind that values will differ depending on mileage, condition and other factors. It is possible to find good deals on 997.2 Carrera S's at the price of a lesser model. The best thing you can do is do your homework and figure out which one would work best for your situation. When buying pre-owned cars, some people prefer to go with cars that are as close to original condition as possible and have been regularly serviced. This seems to eliminate headaches in the long run. As always, a Pre-Purchase Inspection (PPI) is paramount to Porsche ownership. Carrera or Carrera S?

The automotive maker has paired all the engines with a sturdy 8-speed Steptronic transmission casing, that delivers torsion output to the rear wheels. It permits the ICE to breach a a hundred Kmph speed mark in near vi.2 seconds and may deliver the goods a high speed of a pair of50 Kmph. The ActiveHybrid trim may reach a most speed of around 250 Kmph whereas breaching a a hundred Kmph mark in 5.7 seconds. The middle vary gasolene trim will accelerate from zero to a hundred kmph speed mark in 4.8 seconds, whereas the highest finish 760Li trim takes solely concerning 4.6 seconds for crossing this speed. However, each these variants will attain a high speed within the vary of 255 kmph to 260 kmph, that is quite outstanding for this category. As same on top of, this model series is obtainable in one diesel and 3 gasolene engine choices for the patrons to settle on from.

For Better Weight Distribution

Based in Dortmund, Germany, car tuning company 9ff is a specialty car shop that converts stock Porsche vehicles into street legal race cars. The company was founded in 2001 by Jan Fatthauer and derives its name from the Porsche 911. The company started out by creating the extensively rebuilt 9ff GT9 that was created out of a Porsche 911 (997) GT3 base car. The model later evolved into and was replaced by the GT9-R. For better weight distribution, the vehicle came with its engine in the engine that provides maximum rear-wheel grip. The engine placement and engine performance is perhaps the only real difference between the Porsche 911 and the 9ff GT9-R. A total of 150 GT9s have been produced by the company out of which 20 have been in GT9-R specification. The prices for the model range between 拢 150,000 and 拢 540,000 and the company promise to be able personalize each vehicle to a particular customer鈥檚 needs so that no two 9ffs are the same.

We鈥檙e clear on the concept - Porsche buyers adore customization - but grate at making you pay extra to equip your Macan with key safety features. Foremost among these is autonomous emergency braking capable of stopping the crossover to prevent a frontal collision. 1,440 Porsche Active Safe system, which also includes adaptive cruise control that can maintain a set distance from traffic ahead and, with stop-and-go capability, can relieve some traffic-jam stress. 700 apiece. Certainly, some Porsche drivers believe they鈥檙e better off without automatic driver assists. 1,440 or so is a pittance on planet Porsche. But these driver aids 鈥?as standard equipment - are de rigueur in any premium segment. Memory power front seats start with the S trim; the GTS has heated sports seats, and Turbos adaptive Sport seats. 1,780 option on the others. 8,800 less than the top-of-the-line performers. Still, it鈥檚 no surprise that this crossover鈥檚 base prices are at the upper end of the segment; the Turbo with Performance Package in fact has the highest starting price in the class. 88,750 for the Turbo with Performance Package.

All these models are available with a plethora of options, most of which maintain their package content and price throughout the line. 5,400, depending on the model. 2,590 Premium Package consists of the Porsche Dynamic Light System (steering linked low beams and 鈥渋ncreased light distribution鈥?over 68 mph), Bose audio, auto-dimming mirrors, and heated front and rear seats. 5,950 Premium Package Plus - adds 14-way power cooled front seats with memory, a panoramic moonroof, and Porsche Entry & Drive (hands free unlocking and key-free twist engine start). 4,350, various 鈥淪portDesign鈥?packages include special front-fascia and air-intake grilles and are available with and without side skirts. Considering the levels of performance on hand, Macan is relatively fuel-frugal, with every model matching up well with rivals of similar power. EPA ratings for the 2018 Macan weren鈥檛 available in time for this review but given the absence of fuel-economy-affecting changes, the 2017 ratings should carry over.

That means the Base Macan would again rate 20/25/22 mpg city/highway/combined. Rather surprisingly, the EPA rated the 2017 Macan S, the GTS, and the Turbo model all at 17/23/19 mpg. The Macan is better than the 鈥? Most everything in the class for sheer performance, but some rivals also offer a highly rewarding driving experience. Look to the redesigned Audi SQ5, the BMW X3 xDrive35i and X4 M40i, supercharged V-6 versions of the Jaguar F-Pace, and the Mercedes-AMG GLC43 and GLC43 Coupe. Direct competitors with larger rear seats and more cargo volume - if Macan鈥檚 shortages in those areas happen to be deal-breakers for you. For a greater degree of practicality in the upper ranges of the premium-compact-crossover class, consider the Q5, the Cadillac XT5, the F-Pace, and especially the Mercedes-Benz GLC. Due for model-year 2010 or 鈥?1, the next-generation Macan reportedly will not transition to the all-new structure that underpins the redesigned 2018 Audi Q5 premium compact crossover. Expect evolutionary styling and perhaps a second, more powerful turbo-four-cylinder engine choice. If Porsche adds a plug-in hybrid to the lineup - for 2019 or with the redesign 鈥?it鈥檒l likely borrow its powertrain from the S E-Hybrid version of the automaker鈥檚 midsize Cayenne crossover. That pairs a supercharged 3.0-liter V-6 with an electric motor for a net 416 horsepower and 435 pound-feet of torque. The Cayenne S E-Hybrid can travel about 14 miles on an initial electric charge from the grid, operating as a conventional hybrid when the initial charge is depleted. In the larger, heavier Cayenne, the combination generates 0-60-mph in 5.4 seconds.

A Inline 6 could have been developed by Toyota and made its way into new generation Lexus vehicles too like the RC, LC, LS, GS, IS to spread the costs since a new V6 was/is being developed anyway. 2 with useless rear seats while the bigger more expensive 6 cylinder coupe is only a 2 seater? I don't think the new Supra would be 100K or anywhere near that if Toyota developed it themselves. 50K once you take away sound deadening, some luxury, Lexus markup, etc. Their main focus would be getting it lighter, either tuning the 8 cylinder more or dropping in a turbo charged motor. Another problem is targeting the Cayman/Boxster. The last Supra targeted larger,more upscale cars with more power like the 911, 928, Corvette, 300ZXtt, Skyline GTR. I would have loved to see what they were going to do for a next Supra back in the late 90's/early 2000's, so sad they didn't do it and Toyota killed so many of its iconic sports cars.

2019 Porsche Macan S First Drive: Better Than Ever

Well, I hope so. And so does Porsche. The 911 is the brand鈥檚 icon and the bedrock of a prodigiously successful business, yet it remains a cult hero. Very few ruthlessly executed profit centers command such a misty-eyed sense of purity amongst enthusiasts and customers. 59,650 Macan S, which we drove on the Balearic Island of Mallorca, is by far the most popular variant of this biggest-selling model. For a start, the engine. The old 3.0-liter twin-turbocharged unit is gone, replaced by a V-6 of similar displacement but with a single, twin-scroll turbocharger. That turbo is now mounted within the valley between the cylinders in a 鈥榟ot vee鈥?configuration, in German-engineer-trying-to-sound-cool vernacular. The new engine is lighter and more efficient, and it鈥檚 also more powerful, of course. The S model produces 348 horsepower from 6400 rpm and 354 lb-ft from barely above idle鈥?360 rpm鈥攁ll the way through to 4800 rpm.

The seven-speed dual-clutch PDK automatic now shifts even faster in Sport mode. Porsche claims a top speed of 151 mph, as well as a zero-to-60-mph time of 5.1 seconds (4.9 if equipped with the Sport Chrono package). That latter figure puts it just a tenth behind the outgoing 360-hp GTS model. The Macan S might be a philosophical universe away from the 911, but Porsche labels it the 鈥渟ports car of the segment鈥?and has gone to great lengths to further sharpen the dynamics. The geekiness of the engineering is delightful. For example, there鈥檚 a new composite brake-pedal assembly that鈥檚 300 grams (0.7 pound) lighter than the old steel setup, and which acts on a shorter arm to the master cylinder to cut response time and improve feel. Porsche has you covered. Individual modes; and the air-suspension that also includes the PASM adjustable dampers. 15,000 in performance options. On lightly trafficked highways like those we traversed on Mallorca, the sports car within the Macan S is pretty well hidden.

Th crossover rides with a relaxed fluency, the PDK 鈥檅ox shifts almost invisibly, and the new engine produces plenty of easily tapped torque. It feels extremely well-built too, and the new 10.9-inch touchscreen and infotainment looks good and works intuitively. Up in the hills, the Macan S simply drives away from the competition. The steering is a little heavy but it鈥檚 wonderfully accurate and provides just about enough feedback to live up to the sports-car billing. The front tires never seem to give up no matter how much you ask of them, and the old Macan鈥檚 slightly contrived tendency to create an abrupt yaw moment has been buffed away. The balance remains slightly rear-biased but it feels more consistent and natural. The new engine provides plenty of performance and linear response but it鈥檚 not exactly inspiring. It sounds a bit strained as you rev it out, while the odd pop and crackle from the exhaust is mildly amusing but doesn鈥檛 inject any real character. On this evidence the Macan S is definitely the sports car of its segment, but it still isn鈥檛 a sports car in the traditional sense. We鈥檒l admit we鈥檙e being picky.

The Macan S drives extremely well, exhibits superb body control, and has consistently powerful and feelsome brakes (even the non-ceramics). We sampled another Macan without the air suspension, and while the ride is a shade less supple, it has a more natural, honest feel and seems to better control weight transfer, too. Suddenly the Macan feels lighter and more alive with barely a penalty in terms of refinement. Is the new Macan it fit to wear the new-for-2019 Miami Blue or Mamba Green paint, colors more closely associated with Porsche鈥檚 sports cars? Well, it will be a very long time before we picture an SUV when we imagine a Porsche tearing through canyons. Even so, it鈥檚 nice to know that when design details from the iconic 911 are supplanted onto a completely different sort of vehicle that Porsche cares about the dynamics. The new Macan S is better than the old Macan S, which means it鈥檚 better than all its rivals, at least if you prize driving fun. It seems that鈥檚 mission accomplished.

The basic dashboard remains but the highlight is the 10.9-inch centre touchscreen in with beautifully clear and crisp graphics that looks like a OLED TV kaleidoscope. This controls of the Porsche Communication Management (PCM - get used to Germany鈥檚 love of abbreviations) system contain all the usual suspects from entertainment to sat-nav, ventilation and voice control. The voice control gets all the attention because it allows easy operation of the infotainment system and bypasses things like the need to type in an address for the sat-nav. Now you simply state the address. The full HD screen is up from 7.2-inches in the outgoing Macan and now gets full connectivity and the ability to be personalised. It also offers functions including security and connection to emergency services. The Porsche Connect app and Porsche Car Connect app - which talk seamlessly with Apple CarPlay and Android Auto - are standard and designed for owners who want to communicate with the car via their smartphone. The standard audio is a 150-Watt, 10-speaker unit with digital radio.

Still Insane But Better

A Lamborghini used to have three driving modes to chose from. Strada, for the street; Sport, for when you want to have fun on the street; and Corsa for track driving. The new Lamborghini Aventador S adds another mode: Ego. Yes, it's really called that. It's an almost hilariously appropriate mode for a Lamborghini, the sort of car that caters to those who crave attention. In reality, Ego mode just means you can individually set the transmission, steering and suspension behavior to suit your individual tastes. Maybe you want a softer ride but tighter steering. Aside from that, the new Aventador S is much more than just another way to get people to look at you with that special Lamborghini-inspired mixture of envy and disdain. 420,000, has a number of improvements over the "regular," Lamborghini Aventador that it's replacing. Four-wheel-steering allows the car to feel smaller and even more agile. When driving slowly, as the front wheels turn toward one side, the back wheels will turn slightly toward the other, creating a teeny tiny turning circle.

At higher speeds, the front and back wheels will turn together for silky smooth lane changes. There is also an improved, variable four-wheel-drive system. It allows more power to go to the back wheels in the sport and track modes than in the normal street-driving mode. That lets a skilled driver deliberately slide the back end of the car around. It also gives the driver a better feel for the road, and what the car is doing on it, through the steering wheel. Another big improvement is to the transmission. It's still the single-clutch automatic transmission, as before. Mechanically, it works very much like a manual transmission except that it can shift gears on its own. Engineers have made some changes to the transmission's mechanical bits as well as to the software programming that runs it. The transmission had been a deal-killer issue for me in the old version. It worked great when you wanted to drive like you'd sworn not be taken alive.

When driven in a more sane fashion, it heaved and bucked with slow and awkwardly timed gearshifts. The retuned version in the Aventador retains the Lamborghini's aggressive character. In Strada, or street, mode getting going requires a forceful stab at the gas pedal which, after a pause, elicits a lurch forward. From then on, it's fairly smooth going. Even so, on public roads, I never kept this car in Strada mode for long. Sport mode uses more gas, but it's where this car feels most natural. And where its V12 engine sounds the best, belting out great, ripping internal combustion arias. With a zero-to-60 acceleration under three seconds, it is of course blisteringly quick and it feels nice going through a curve, too. It's still a beast but it now has a tamer side. It's a careful balancing act. Lamborghini, part of the Volkswagen Group (VLKPF), is working to make the brand somewhat more accessible with its upcoming Urus crossover SUV.

The revisions to Audi鈥檚 TT coupe are simple but effective. It鈥檚 been an icon for the brand since it arrived in 1998, and changed perceptions of the firm with its tech and driving dynamics. The third-generation model was the most advanced yet, and with this mid-life update Audi has tweaked the TT in key areas. And since the TT was launched, a new competitor has joined the fray; the Alpine A110 in Pure trim is a back-to-basics model that puts driving fun at the forefront of the experience. But as you鈥檒l see, its price is closely matched to the Audi鈥檚, so which is the better sporting coupe for keen drivers? There is a third alternative, too. Now that the 718 Cayman is the entry point to Porsche鈥檚 sports car line-up, you can pick up a manual version for similar money. While it might not be quite as fast with this gearbox, it promises to involve you even more. The Audi TTS was always an impressive all-weather, affordable performance coupe, and this mid-life update won鈥檛 have changed things.