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The Porsche 718 GTS 4.0: What a True GTS Should Be

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When the 718 Cayman and Boxster debuted a few years back, I really wasn’t that impressed. Sure they were fast and all, but their turbocharged flat fours really didn’t impress me, journalists seemed to agree. I have to say though, after having driven a 718 Boxster S, it was way more fun than I expected, but the engine note left lots to be desired. Everyone, and I mean everyone, begged and begged for a flat 6 in the 718. We missed the sound and the emotion of those beautiful engines in the 981 generation. And Porsche, I’m still surprised they did this, actually listened. Ladies and gentlemen, I present to you, the Porsche 718 Boxster and Cayman GTS 4.0.

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I guess Porsche wasn’t kidding when they said they were going to use their modified 9A2 engine from the GT4 and Spyder in other cars. Both the Boxster and Cayman GTS 4.0 come-as their name suggests-powered by a slightly detuned version of the 4.0 liter naturally aspirated flat 6 from the GT4 and Spyder. In the GTS, this engine makes a healthy 394 hp and 309 lb/ft of torque, which is 29 hp more and a few lb/ft of torque less than the outgoing 4 cylinder; not to mention, this thing revs all the way to 7,800 RPM. The even better news, is that it all comes standard with Porsche’s signature 6 speed manual. 0-60 happens in just 4.3 seconds and the cars top out at 182 mph, which is no joke. A PDK however, has not been announced (probably because it would be faster than the manual only GT4 and Spyder). Pricing is high though with the Cayman coming in at $87,000 while the Boxster will charge a hefty $100,450. I guess fun isn’t cheap.

Aside from being literally one of the best cars Porsche has made in years and setting a precedent for the automotive community for brands to listen to their customers (I’m talking to you BMW, no one likes big kidney grilles), the 718 GTS 4.0 did something else that could change Porsches forever.

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See, the GTS nameplate started off back in the early 2010s when Porsche revealed the first ever 911 Carrera GTS as a last hurrah for the 997.2 911. This “special” moniker has now become a staple of every single car Porsche has made to this day as the bridge between the S models and the higher Turbo or GT3 models. The GTS is literally just a fully loaded S with some unique badging and a cheaper price for said options. Those who have driven GTS cars say you barely notice the differences on the road. But with the 718 GTS 4.0, there’s now a legitimate reason to buy the GTS trim other than to show off to your friends. Of course, you get all the goodies like the old ones but this time you get a new engine, it’s a completely different car. Personally, I hope this trickles down to the 911 too so maybe we’ll get a 4.0 liter naturally aspirated 992 GTS? Maybe?

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Photo Credit: HERE

Anyway, regardless of what Porsche does to their next GTS cars, the 718 GTS 4.0 is definitely a keeper. It combines the excellent driving dynamics of a 718 with a proper flat 6. What’s not to love?

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact Page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

The Mercedes AMG E63S: A Beauty And A Beast

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The AMG E63S. It’s a car that won’t break necks unless you’re a car enthusiast due to it’s subtle styling, but has the power to break necks with its savage 4.0L biturbo V8. A huge thank you to David Behdazi (@siramg_) for letting us review his tuned E63S (and his 718 Boxster which you can read here). 

When the AMG E63S debuted, it was miles different than the outgoing E63. For starters, it came with all wheel drive and a new turbocharged 4.0L V8 with 603 horsepower and 627 lb/ft of torque. Not to mention the new pair of 12.3 inch screens for the infotainment system. David decided the power figures weren’t enough and tuned the car, which now produces 730 horsepower and the Meisterschaft exhaust gave it the roar that it deserved. We can’t thank him enough for that.

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I have never experienced more savage launch control in my life. It really, really moves for a sedan that weighs 4,587 pounds, plus the 4 occupants in the car. The car launched so quickly, everything in my frame of vision became blurry and it genuinely felt like a scene out of Back to the Future. My reaction time couldn’t keep up with the car and I had to use left foot braking to stop the car before the stop sign. 

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Which brings me to the brakes. The 6 piston brakes are a massive 360mm which are internally vented and perforated. That means I stopped about 2 car lengths behind the stop sign. It’ll pull your head back and forth with painful G forces. But the suspension system couldn’t be better. This car will accelerate and brake fairly flat. With a push of a button it’ll turn the suspension from a comfortable luxury Mercedes to a hardcore AMG monster.

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The steering is precise, considering it’s a modern car. It’s nicely weighted where you can genuinely feel where the car is going. It’s not making you guess where the wheels are turning. Speaking of the wheels, the new aggressive 20 inch AMG wheels will show people that this definitely isn’t your grandma’s E300.

 

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The looks of the car though, are quite subtle considering the fact that it’ll happily demolish supercars in a drag race. The E63 S boasts larger front vents, a wider and lower stance, and aggressive quad exhausts at the rear. David’s sponsors, Mode Carbon, added a lip to give it that extra kick of aggressiveness. He also installed a chip that will allow the car to lower itself, giving the E63S a menacing stance when parked. 

 

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My conclusion is, the E63S is an insane performance sleeper that you can still daily without sacrificing practicality. It genuinely shocked me with the performance and handling but still redeemed its luxury with the signature Mercedes interior and the configurable suspension system. Once again, a huge thank you to David and we look forward to working together in the future!

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact Page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

 

 

The Most Important Porsches of the 2010s

With the start of 2020 comes not only a new year, but an entirely new decade. The roaring 20s are back and the cars of the 2020s are just getting started. But as we step into this new era, it’s important to take a look at the past just to see how far we’ve come. Here are the most important Porsches of the 2010s.

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997.2 911 Turbo

Introduced back in 2009, the 997.2 generation 911 is arguably the brand’s best. With gorgeous, modern styling and old fashioned Porsche driving dynamics, it’s really hard to hate the 997.2. What’s important about this generation’s 911 Turbo in particular, is that this was the last 911 Turbo to feature a 6 speed manual. That’s right, back in 2010, you could pick up a 911 Turbo with a 3.8 liter twin turbo flat 6, 500 hp, and 6 speed manual. What a day that would be, huh?

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997.2 911 GT2RS

Today, the 911 GT2RS is more like a GT3RS with a 911 Turbo engine. It’s refined, fast as can be, and relatively easy to drive. Well, back in the day, the GT2RS was basically a 911 Turbo with the dial cranked up to 11; simple, yet so amazing. With a 3.6 liter twin turbo flat 6, 620 hp, rear wheel drive, and a curb weight of 3,020 pounds, the 997.2 GT2RS demolished the competition of its day, not to mention it has no trouble leaving modern supercars in the dust. The 997.2 GT2RS was also the last GT2 to come with 3 pedals, long live the manual.

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997.2 GT3RS 4.0

Dig around in any Porsche forum, and you’re bound to hear the name, “Mezger.” Well, Hans Mezger has designed most, if not all of Porsche’s greatest engines. His work with the 911 was most notably the engines in the 996 and 997 GT and Turbo cars. This man is a true genius and his last masterpiece when it came to 911s was the M97/74 engine, also known as the 4.0 in the 997.2 GT3RS 4.0. Making 500 hp, and weighing less the 3,000 lbs, the 911 GT3RS 4.0 was a real treat, a legend among legends basically. In my opinion, the GT3RS 4.0 is the greatest 911 ever made, not to mention it was the last Porsche with an RS badge to have a manual transmission.

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Macan

Taking a break from sports cars, I think it’s very important that we recognize the Porsche Macan. Since it was introduced around 2015, the Macan has consistently been Porsche’s best selling model. This is important because a lot of the money used to fund research for Porsche’s sports cars likely came from Macan sales. So, as long as Porsche has the Macan, it will have a consistent stream of income, which is nothing to complain about. I think we owe a thank you to this little crossover.

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918 Spyder

The Porsche 918 Spyder needs no introduction. When it first debuted, it was one of the fastest, and most technologically advanced hypercars ever made. The 918 was a leading pioneer in hybrid technology among performance cars, not to mention it was the first ever production car to lap the Nurburgring in under 7 minutes. With a 4.6 liter naturally aspirated V8 and two electric motors, the 918 made 887 hp, 944 lb/ft of torque and could launch to 60 mph in as little as 2.2 seconds! Even with today’s advances in technology and design, the Porsche 918 still remains a force to be reckoned with.

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981 Cayman GT4

Matt Farah (@thesmokingtire) has a distinct term for what Porsche has been doing to the Cayman and Boxster. The theory is, that no matter how good the Cayman and Boxster get, Porsche always makes sure that the 911 is better. And up until the GT4, we had every reason to believe this theory which was called the “Cayman Complex.” But when the Cayman GT4 first came out, it left the world speechless. The 981 GT4 was the first time that Porsche’s GT Division had gotten their hands on a Cayman, and it was arguably one of the best sports cars ever made. It was light, small, fun to drive, and not too expensive either. It also came stock with GT3 suspension and a 911 motor which made the GT4 VERY fast. it drove all the 911 enthusiasts nuts!

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991.1 911 R

I mentioned earlier that the 911 GT3RS 4.0 was the last Porsche RS car to have a manual transmission. This was due to the fact that Porsche thought its customers did not want manuals, and that they only wanted the fastest car possible. The 911 R proved them wrong. With today’s Porsche’s there is a trend which involves bringing back the manual transmission. Well, it all started back with the 911R. The 911R was essentially a GT3RS, without all the aero and the PDK. It was what Porsche had always intended the 911 to be, a bare bones, driver focused sports car. It was brilliant, and its resale value proved it.

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991.2 911 Carrera Models

As much as I love the 911, I can’t lie to myself and say that the car radically changes every generation. The concept of evolution rather than revolution is what’s defined the 911 over the years, but I think the most important change with the 911 of this decade came with the 991.2 Carrera models. This change came in the form of a 3.0 liter twin turbo flat 6. It was with the 991.2 generation that all 911 models except the GT3 and GT3Rs became turbocharged, and it was controversial to say the least. Numbers wise, this new engine was better in every way, but it just lacked the sound and emotion of its naturally aspirated predecessor. So for the future, I’m just glad the 911 has a flat 6, but if I were to choose one, I’d go for an NA motor.

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718 Spyder

With the 981 generation of Caymans and Boxsters, it was only the Cayman GT4 that got the true “GT treatment.” The 981 Boxster Spyder was kind of left out in that regard. This was not the case with the 718 Spyder. The new 718 Spyder is the first ever Boxster created by Porsche’s GT division and is miles better than its predecessor. With its naturally aspirated 4.0 liter flat 6 and its 8,000 rpm redline, there really isn’t much to complain about. It’s a phenomenal car, and a true GT Porsche.

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Porsche Taycan

Out of this entire list, I feel that the Porsche Taycan is the most important. Like it or not, electric cars are the future, and Porsche’s first ever electric car is a HUGE deal. Despite its inefficiencies and astronomical price tag, the Taycan is an amazing car. It brings top tier luxury, and Porsche performance to a segment that desperately needed it. The Taycan is Porsche’s first step into the future, and there is lots more to come.

Which Porsches do you think were the most important of this decade? Were there any that I missed? Feel free to leave a comment and let me know. Happy New Year!

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact Page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

Porsche’s Mistake With The Taycan

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To start off, I would just like to point out that I am not the biggest fan of electric cars. I don’t think they’re very fun to drive compared to gas powered cars and I think they take away the passion from driving. That said, I am a huge fan of Porsche, and given that, I certainly want them to succeed in all that they do. This would include the Porsche Taycan. For what it is, I think the Porsche Taycan is a phenomenal car, bringing top quality tech, craftsmanship, and performance to the electric car world. So let’s just say that if I was to buy an electric car, I’d prefer it to be a Porsche.

Now, recently, the EPA came out with official range estimates for the Porsche Taycan Turbo and Turbo S and they have not been kind to put it lightly. According to their testing, the Porsche Taycan Turbo has an estimated range of 201 miles averaging 69 MPGe (an electric car’s equivalent of miles per gallon) while the faster Turbo S has an even smaller 192 mile range and 68 MPGe. This makes the Taycan Turbo S the least efficient electric car on sale, period. As much as I would love to have a justification for this or a reason to defend Porsche, I don’t. The numbers just aren’t there.

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If you were to dig further, it would only get worse for Porsche. Not only does the Tesla Model S Long Range (the Taycan’s biggest competitor) have nearly DOUBLE the range of the Taycan Turbo S (373 miles vs 192 miles) but it also has more range “per pound,” let me explain. The Porsche Taycan Turbo weighs about 5,132 lbs and gets about 201 miles of range whereas a Tesla Model S Long Range weighs just 4,883 lbs and has a range of 373 miles. If you were to do the math, the Porsche would need to have an additional 1,189 lbs of battery to have the same range as the Model S Long Range. All of this basically means, that improving on the Taycan’s range is going to be really hard because of the fact that it’s so heavy and inefficient to begin with.

Along with its weight, the Taycan is also inefficient because of its battery capacity. More specifically, the way it’s used. And this is important because it really highlights a key difference in the design philosophies of Porsche and Tesla. For those that don’t know, the Tesla Model S uses a 100 kWh battery with no limit on charging capacity. Customers can charge their Model S to their hearts’ content. Now this presents a problem because if a battery is constantly charged to 100%, it will degrade much faster hence why Tesla only recommends charging above 90% for road trips. The Taycan on the other hand uses a 93.4 kWh battery but only allows you to use 83.7 kWh, essentially restricting 12% of the battery (note that this is also a big reason for its abysmal range). This makes it so that not only does your battery last longer, but it takes much longer for battery degradation to impact your range. Basically, more than 12% of your battery would have to be gone in order for you to notice a range penalty in the Taycan whereas you would instantly notice it in the Tesla. The difference in philosophy is that Porsche is more focused on consistency and driving feel rather than outright range and numbers.

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Photo Credit: HERE

Porsche’s emphasis on consistency is shown even more with its regeneration system for the battery. In a Taycan, the brake pedal controls the regenerative braking whereas in a Tesla, the throttle controls it. By allowing for the brake pedal to control regeneration, you gain a more consistent, braking feel at the cost of efficiency. Sure the Tesla’s system can recover more energy, but that means that the car will brake differently at different temperatures and battery levels.

In the end, I think this mistake goes to show that Porsche is just too focused on the driving experience when it comes to the Taycan. They sacrificed so much efficiency for the sake of the driving experience for people who probably wouldn’t notice the difference. let’s be honest, if you wanted an engaging driving experience, you would get a 911. So in the end, the Taycan may be more fun to drive, but in terms of raw numbers, I’m sad to say that Tesla may have made the better car.

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Photo Credit: HERE

A special thanks to Engineering Explained for providing the inspiration for this article. Click on this paragraph to watch his full video on this topic. He can explain it much more in depth than I can.

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact Page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

The Porsche 912: The Original “Poor Man’s Porsche”

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In 1965, the Porsche 912 was introduced to the world as an entry level 911. Because the 911 was still a fairly new product replacing the Type 356, Porsche needed a cheaper version of their 911 in order for it to appeal to the general public. Through this strategy, the 912 was a hit and initially outsold the 911. 

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The 912 looked the same as a 911, but it had a horizontally mounted 4 cylinder engine which was a tweaked version of the 1.6 liter Type 616 engine used in the 356. This new engine had 5 less horsepower than the 356 but still delivered the same number of torque. It produced 102 horsepower at 5,800 rpm and 91 lb/ft of torque at 3,500 rpm instead of 4,200 rpm in the old 356. The new body style paired with the tweaked engine resulted in better weight distribution, better handling, and better range than it’s Flat 6 counterpart, the 911.

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In order to keep the price down, the 912 had less standard features than the 911 along with 2 missing cylinders. However, because of the same styling and similar performance, the 912 seemed like a good purchase to make, to new and previous Porsche clients. Porsche outsold their own 911 with the 912, making about 30,000 coupes and 2,500 Targas throughout its 5 year run. 

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The 912 was discontinued due to the 911 gaining popularity, but was reintroduced to the US market only as the 912E six years later. They only built about 2,000 912Es (10,000 911s to compare) but the 912E was a solid $3,000 less than the $10,000 911S. The 912E used a Porsche revised version of the VW Type 4 engine which boasted a 2 Liter Flat 4 instead of the VW’s 1.7 Liters. The new 912E was a perfect grand tourer, with its 30mpg, 20 gallon fuel tank, and a 600 mile range. The 912E has the same chassis as the 911 but because of the less weight over the rear axles, it was much less prone to oversteer.

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Photo Credit: HERE

Ultimately, the 912 is the less known, “poor man’s” 911. If Porsche was to introduce a new 912 that looked like a 911 but was cheaper with a tuned Cayman 4 cylinder, would you be interested in buying one? Let us know in the comments!

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact Page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

 

 

Should All Porsches Come With Manual Transmission Options?

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Considering the fact that it’s 2019, and almost every mainstream sports car and literally every supercar has abolished the manual transmission, I’d say Porsche is doing pretty good with its efforts to “save the manuals.” As of this writing, there are only 4 Porsches (excluding non-sports cars) that don’t come offered with a manual transmission. It just so happens that these 4 models are arguably the best models Porsche has to offer. I’m talking about the 911 Turbo, Turbo S, GT3RS, and GT2RS. So what do you guys think, should these cars come with a manual option? If so, which one, and to what extent?

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The Case for the Turbos

Since 1975, the Porsche 911 Turbo has served as the pinnacle of Porsche technology and performance. With its high tech engine, sophisticated all wheel drive system, race tuned suspension, and everyday drivability, the 911 Turbo has evolved into one of the best supercars money can buy.

The last 911 Turbo to be offered with a manual was the 997.2 911 Turbo (the Turbo S was PDK only). The likely reason why Porsche stopped offering the manual on the 911 Turbo was because of the very nature of the car. As fast as it was, the 911 Turbo was aimed to be more of a nice, comfortable, GT car rather than an all out track monster (that’s why we have the GT3). On top of this, the 911 Turbo was also meant to showcase the best Porsche had to offer, hence, all the tech and the turbos.

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It was in the 997.2 generation, where Porsche had finally come up with a faster transmission than its old 6 speed. Before the PDK, Porsche used its sluggish Tiptronic transmissions as the automatic options for its sports cars, the 911 Turbo included. The Tiptronic was literally just a torque converter automatic that let you choose gears easier (it’s no wonder resale prices for Tiptronics are so low), and it was slower and heavier than the manual. Keep in mind that when I say the Turbo had a manual transmission, it was not nearly as raw and driver focused as a GT3’s transmission. It was nice, comfy, smooth, and had a very light clutch. So when Porsche finally developed the PDK, it only made sense to replace the 6 speed which was slower, and less comfortable than it. Porsche’s advanced, superfast flagship could only come with the fastest and most advanced transmission, that was just the way of things.

Despite all this, I still think a manual could do the 911 Turbo way more good than harm, hear me out. The biggest problem with today’s 911 Turbo is that it’s come so far in terms of performance and ease of use, it’s gotten rather boring a dull to drive compared to its competition. The engine note is very muffled compared to say, a GT3, it’s steering is really good, but still a bit dull, and it’s gotten heavier and heavier with every generation. In theory, it’s the perfect GT car, but I strongly feel that if it had a manual option, it would be more engaging and more fun to drive like the Turbos of old. You’d be surprised how much a manual can change a car.

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The Case for the RS Models

As much as I love manuals, and as important as I think they are, there is no denying that a dual clutch is faster. In every way shape and form, a car with a dual clutch transmission is faster than the same car with a manual. This was the reason why Porsche’s RS models don’t come with a third pedal.

Porsche’s last RS cars to get manuals were the 997.2 GT2RS and GT3RS 4.0 (arguably the 2 best 911s ever made might I add). Note that there is some contradiction here. Why would Porsche not offer their newly introduced PDK on their “fastest, no compromise” supercars? My guess was that the PDK was so new, Porsche’s GT division probably did not have enough time to test it and modify it for its cars, it was also a lot heavier than a 6 speed. But by the time the 991 911s had come along, it seemed that Porsche had perfected the PDK because that’s all they had on their RS models.

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Forgive me, but I think this actually makes sense to a certain end. Porsche’s RS cars, are meant to be the fastest track cars in the world. Performance comes before anything else with these cars; if you don’t believe me, just sit in one and you’ll know. And as I said before, in the performance world, a dual clutch is superior. But I don’t think it should end there.

If you ask me, I think that the GT3RS should come with a manual, but the GT2 RS shouldn’t. I say this becuase the GT3RS is a bit more driver friendly than a GT2RS per say. The 2RS is more hardcore, more track focused I feel, hence the no nonsense turbo engine. It’s angrier, it’s tougher, it’s more of a racecar. So if you want an extreme track monster, buy a GT2RS with a PDK, but if you want to go to the track and focus more on having fun, a GT3RS with a manual would be hard to beat.

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact Page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

The 1st Generation Cayenne S: A Luxury Bargain With V8 Power

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The 2004 Porsche Cayenne S. The very car that saved Porsche from its impending doom in the 90s and 2000s. With the economy souring in the 90s, sports car sales were falling rapidly and Porsche had no other option but to make their own Sport Utility Vehicle. The Boxster helped in some way but the Cayenne nearly fixed Porsche’s debt of $128 million. Two thirds of Porsche buyers owned 2 or more cars, one being an SUV. Therefore there was no reason for Porsche to let its rivals take away a major market from them. With German rivals such as BMW and Mercedes hopping on the SUV craze early on with the X5 and M class respectively, Porsche knew it had to be done. 

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The Porsche Cayenne was developed hand in hand with the Volkswagen Toureg, making development costs cheaper by spreading it over 2 companies. To make sure people knew it was a true Porsche, they opened a $124 million plant in Leipzig to show that the Cayenne was proudly made in Germany. Porsche didn’t want its car to be labeled as an upscaled Volkswagen so only some parts of the drivetrain and minor parts were shared. The engine, styling, and interior was undoubtedly Porsche.

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My Porsche Cayenne is the S model, meaning it has a 4.5L naturally aspirated V8. The V8 makes 340 horsepower and 310 lb/ft of torque at 6,000 rpm. And what a V8 it is. The exhaust sounds like a mix of an Italian sports car and the muscle of a German V8. For weighing almost 5,000 pounds, the car still has some grunt to it. It’ll do 0-60mph in 6.8 seconds. However, in traffic, it’ll easily overtake anyone with a flick of the throttle. An SUV from 2004 has tiptronic paddle shifters on the steering wheel. It has a maximum towing capacity of 7,716 pounds which means it’s on par with the Chevrolet Suburban, Dodge Durango, and Toyota Land Cruiser. I love this powertrain, but the gas mileage is by far the worst of any car I’ve driven. It has a 27 gallon tank and only gets 14mpg city. A full tank in that car costs about $120 in California. 

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The styling of the first generation Porsche Cayenne was very controversial. Porsche tried to keep the signature styling but apply it to a larger body. Stretching the already ugly 996 only made it worse and many agree the Cayenne looks like a bloated frog. On the other hand, the interior is a masterpiece in my eyes. Every possible surface is covered in leather. The steering wheel is covered in leather, the door panels, the center console, even the dashboard. Some cool quirks and features of the car’s interior are that it has 5 sun visors, two for the windshield, two for the windows, and one for the rear view mirror. A car from 2004 has parking sensors in the front and rear. 2004! It even has a cooled glovebox. Most new luxury cars don’t even have that. It comes with a built in ski bag that goes through the trunk into the rear passenger room. It also has privacy shades for the rear passenger windows.

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My favorite feature of the car is the sound system. It has 15 Bose speakers throughout the car. It is by far one of the best sound systems I’ve ever heard in ANY car. It will blow any new BMW or similar out of the water. The infotainment screen isn’t that dated being from 2004. It’s a 7 inch screen that has all of your basic necessities, such as a navigation system, a trip monitor, and various settings. The car has a 6 CD changer in the trunk as well as AM/FM radio. Being from 2004, it doesn’t have neither aux or bluetooth, meaning you have to buy CDs to run your own music. That was almost a deal breaker for me. 

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@rsreportblog The folded ski bag
 

In the end, I’d say this car is an amazing bargain for what you get. People think it costs a lot more than what it really is worth and it’s great for a tight budget. If you ignore gas prices it is a great daily driver and I suggest it to everyone looking for an SUV. The powertrain is perfect and merciless when you put your foot down, all while the beautifully crafted leather interior cocoons you in comfort. My 2004 Cayenne S is for sale for $12,000. It has just hit 81,000 miles and I’ve put a brand new driveshaft into it. It is a great car and a very memorable one at that. The price is negotiable and the location is in Burbank, CA. Please dm @rsreportblog on instagram for more information or if you are interested!

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact Page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!