The Mercedes AMG E63S: A Beauty And A Beast

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@siramg_

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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@siramg_

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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@siramg_

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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@siramg_

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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@siramg_

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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@siramg_

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

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Photo Credit: HERE

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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Photo Credit: HERE

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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Photo Credit: HERE

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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Photo Credit: HERE

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!

 

 

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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@rsreportblog
 

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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@rsreportblog
 

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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@rsreportblog
 

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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@rsreportblog
 

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!

 

Lotus Evija: The Future

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Last Wednesday, we had the honor to visit Galpin’s Debut of the all new Lotus Evija, all thanks to David Gonzalez. A massive thank you to him for inviting us to this memorable event. This blog post will be a mixture of news and a hands on car review. So to the people who expected a Porsche post today, we’re sorry. This event was too important to pass.

The Lotus Evija is Lotus’ version of the rebirth of their company. Lotus is known for their renowned lightweight sports cars such as the Exige, Elise, and Evora. However, with this new Evija, Lotus is jumping headfirst into the Electric Hypercar market, going head to head with automakers like Rimac and Pininfarina, with the C_Two and Battista, respectively. The Lotus has significantly higher numbers. Is this the new Holy Trinity?

However, what makes this Lotus so special is it’s 4 engines producing a record breaking 2,000 horsepower. Keep in mind this car is going into production. The engines are supplied by a company many have heard of, Williams. They might be known more by their Formula 1 legacy, but they want to dive into the Formula E series because of obvious reasons (They’re failing in Formula 1). Developing a car with the same batteries helps the company test durability under extreme conditions. There are 4 motors, one powering each wheel.

The Aerodynamics of this car are like no other. This car even has DRS, borrowed from Formula 1, similar to Ferrari’s system on the LaFerrari. There is an active wing along a flap in the diffuser that raises and lowers depending on how much downforce is needed. There is a huge canal that reaches from the side of the car all the way to the rear for air to pass through. Anthony and I experimented with this canal and got some great photos.

Onto the interior. There is an unbelievable sense of simplicity while still being practical. The center console is perfectly laid out, with all the buttons on a seamless gloss black piece with an interesting pattern. The gauge cluster is one big hexagonal shaped screen. The steering wheel is reminiscent of those in Formula 1, being a small rectangular shape with many high quality components.

There is not a single piece of plastic in the interior. Absolutely everything is covered in Alcantara or carbon fiber. Did I mention there was no dashboard at all? The absence of mirrors is also noticeable. There are 3 very high definition screens showcasing what the conventional mirrors would, but with a better angle of view.

After experiencing all 3 of the Electric Hypercars, I would definitely take the Lotus Evija in a heartbeat. The design in the rear of the car is so unique, the numbers are insane, and it has been developed by a Formula 1 team. I am looking forward to seeing what these can do on the track and to see the reliability. Lotus took a jump, not a step, in the right direction, and I think we can all agree that they did a fantastic job.

The Porsche 911 GT3 Turns 20

With the 996 GT3 introduced in 1999, 2019 marks the 20th anniversary of the GT3. If that black hunk of metal with a wing running round the Nurburgring means anything, we can expect the 992 GT3 to be released at this year’s Frankfurt Motorshow just in time for the 20th anniversary.

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The 996 generation wasn’t received too well by 911 enthusiasts. The new water cooled Mezger engine simply didn’t have the signature whirr of the belt driven fan of the air cooled engine. However, as many enthusiasts will tell you, the 996 GT3 has so many beautiful engine sounds that you’ll forget about what cools it. Despite base Carrera owners being unimpressed by their new 996s, GT3 owners were happy to report that it had great weight distribution and amazing throttle response due to the super light flighwheel. With max torque at 5,000 RPM, and max horsepower at 7,200 RPM, this new water cooled engine was definitely happier close to redline, which was almost 8,000 RPM.

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The 997 GT3 took the standard set by the 996 to an even higher level. An increase of .2 L brought the 997 to a 3.8L Flat 6 which now made 415 hp (435 hp for the 997.2 GT3), a huge jump compared to the 996’s 375 hp. With the updated design came a more modern nose an a much sharper rear, making the GT3 look as slick as it performed. The newly designed wing also looked much more efficient than the 996 generation. Also, the 997 GT3 was the first GT3 to have PASM, also known as Porsche Adjustable Suspension Management.

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Even though many praised the system, some enthusiasts were fearful that the 911 was creeping farther and farther from its roots since it now used an electronic suspension system. I have one thing to say to these people. Get with the times. If you want an air cooled 911 with ancient underpinnings then go ahead and buy a 930 or a 964. Porsche can’t stay behind the competition just to please the purists. And this is coming from a purist!

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The 991 GT3 still maintained it’s “GT3ness” despite major updates from the 997. Among other things, the new car came only with a PDK; the first GT3 with a dual clutch transmission. It also had rear wheel steering, making it the ultimate track toy anyone could ask for. The 991.1 had a 3.8L 475 horsepower Flat 6 but the face lifted 991.2 brought it home with a 4.0L Flat 6 making a clean 500 horsepower. The facelift brought back a manual option at no extra cost! The touring package was first offered on the 991.2 which removed the rear wing to give the GT3 a more subtle look. You can read our review of the 991 GT3 here. It’s truly the perfect balance of both track and road use. That flat 6 makes heavenly noises all throughout the rpm spectrum.

As the 992 GT3 roams around the Nürburgring, we can only wonder what Porsche has in store for us. Will there be a hybrid system? Will it have active aero? Will it be lighter and more hardcore? We can only wonder. One thing is for sure though. The GT3’s legacy will live on for many years to come!

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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 911 GT3: The Ultimate Canyon Carver

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475 horsepower. 324 lb/ft of torque. 3.8 liter Flat 6. By today’s standards, this just seems like your average sports car. However, when you take the 9,000 rpm redline and the 3, 267 lb curb weight into consideration, nothing matches the GT3. With turbocharging taking over the works of Ferrari and McLaren, the GT3 is one of the most pure canyon carvers money can buy. I would like to thank @z_kirovakan for putting that money to good use and allowing me to carve the hills of Malibu alongside him.

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The GT3 is not the most hardcore nor the most powerful Porsche on sale, but I will argue that it is the most perfect canyon carver. With the Sharkwerks exhaust fitted on this GT3, the exhaust note echoes off of the canyon walls and fills your ears with joy. Nothing matches the noise this car makes all the way from idle to 9,000 rpm. This was my first time experiencing a PDK transmission and it really is from the future. The shifts are almost nonexistent. We held a race with an Aventador SV (video on @rsreportblog) and you can see how much of a difference the PDK makes compared to the SV’s single clutch. Even though the Porsche has a power deficit of 250 horsepower, the weight and the shifts definitely make up for the GT3’s disadvantage.

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Speaking of PDK, this was also my first time experiencing launch control. Porsche’s launch control is unique, because most supercars launch from 3-4,000 rpm. On the GT3 however, the savage launch only begins at 7,000 rpm. Keep in mind that the redline is 9,000 rpm. As we launched, my head was thrown back at who knows how many Gs and I was genuinely scared for my life. Roller coasters can’t even compare. After the launch flew through the tunnels, with the sharkwerks exhaust echoing off the walls and the PDK shifting with a blink of an eye.

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Compared to the 950 horsepower, 900 lb/ft torque Turbo S, this car feels like a different beast to conquer. In the straights, the Turbo S leaves this car in the dust. However, in the canyons the Turbo S feels like just another grand tourer you can take on long drives. The GT3 was definitely fast in the straights, but in the canyons, the car truly felt like it was home. After nearly an hour of canyon carving, I started feeling nauseous due to the amount of Gs this car is able to pull in the corners. It really can’t be compared to a Turbo S in my opinion.

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Since this car handles so well in the canyons, how does it compare on the streets of Beverly Hills? Surprisingly, I genuinely felt more comfortable in the GT3 than Anthony’s 997 Carrera. The ride is very adaptable in the GT3, since the Porsche Sport Mode can be activated and deactivated depending on your driving style.

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Before I had the privilege to ride in this GT3, and you asked me what car I would take to canyon carve, I would’ve said a gated 6 speed Ferrari F430 Spider in a heartbeat. After this mind blowing experience though, my heart has turned to another car. The Porsche 911 GT3.

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I would like to thank @z_kirovakan again for his generosity and the privilege of letting me ride in his GT3. Also, thank you to @50K2LA for organizing one of the best private rallies I’ve attended and thank you for inviting us. Truly one of the best experiences of my life. Cheers to future events! Make sure to see all the videos of this experience on our instagram: @rsreportblog.
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 718s Have Been Cured: The New 718 GT4 and Spyder

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Photo Credit: HERE

When the 718 twins were first revealed, Porsche was faced with hard criticism on the new 2.0L Turbocharged Flat 4 they put in place of the signature Flat 6. To place a bigger margin between the Boxster/Cayman and the 911, Porsche decided to “ruin” their mid engined sports car, according to enthusiasts. However, now these enthusiasts can rejoice! With the reveal of the new 718 Cayman GT4 and 718 Boxster Spyder, Porsche announced that these 2 hardcore versions of the 718 twins would have the 4.0L Flat 6 with 414 horsepower and 309 lb/ft of torque. The GT4 hits 189 mph while the Spyder “only” tops out at 187 mph.

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Photo Credit: HERE

The 4.0L Flat 6 might throw some enthusiasts off, since the 911 GT3 has the same displacement. Porsche actually bored out an extra liter from the Carrera S engine and removed the turbos. However, the new 718 twins boast an extra 29 horsepower over the previous generation 981 twins. The party piece of this new engine though is its 8,000 RPM redline. It’s an increase of 200 RPM over their predecessors, but reactions from enthusiasts show that it’s a significant difference.

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Photo Credit: HERE

The task for Porsche to achieve all of this wasn’t an easy one. In order to make these range topping 718s significantly better performing than their predecessors, Porsche made many changes to the Carrera S engine. Other than the fact that the turbos were removed from the engine and it was bored out by a liter, Porsche upgraded to forged pistons and a forged crankshaft. But the list doesn’t end there. The new 718s have an aluminum intake system, piezo fuel injectors, and a dry-sump oil system with a high performance oil pump.

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Photo Credit: HERE

Now, onto the handling aspect of the range topping 718s. Just like the previous GT4/Boxster, the new 718s share their front axle and brakes with the 911 GT3. The rear axle was made specifically for the GT4 and Spyder. It has a mechanical differential and PTV, also known as Porsche’s Torque Vectoring system. The 718s have PASM (Porsche Active Suspension Management) and a ride height that has been reduced by 1.2 inches over the standard 718s. With these suspension tweaks comes infinitely adjustable settings for camber, toe, ride height, and anti-roll bar stiffness.

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Photo Credit: HERE

Continuing the handling theme, the new 718 GT4 has increased performance when it comes to downforce. It produces 50% more downforce than its predecessor. Although they might look similar on the outside, the new Cayman GT4 boasts a single chamber arch rear silencer leading to some real estate for a rear diffuser. The fixed rear wing, front splitter, and air curtains add 52.8 pounds of extra downforce over the previous generation GT4.

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Photo Credit: HERE

The Clubsport package is a whole different story. It turns the GT4 into a bare bones racecar ready for the track. It comes with a fire extinguisher, and a 6 point racing harness. Interestingly, it also comes with a steel roll bar, that can’t be fitted in the US due to regulations. Apparently, the US is afraid of you hitting your head on the roll bar so they banned it. In the case of the car rolling over, you can be relieved that your head won’t hit the roll bar, so the metal roof can comfort the hit instead.

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Photo Credit: HERE

The 718 Boxster Spyder is essentially a smaller version of the 911 Speedster. It replicates the double humps on the Speedster and also has an active wing. Along with the wing, the Spyder has a functional diffuser to provide downforce. The previous generation had an automatically folding roof, but with the new 718 Spyder, Porsche utilized a manually folding roof to save weight, similar to the Speedster. It is the first Boxster to ever produce downforce on the rear axle.

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Photo Credit: HERE

Of course with all of these upgrades, there is a price premium over the base 718. The Spyder costs $97,550 and the GT4 costs $100,450. The base 718 Boxster costs $59,000 and the 718 Cayman costs $56,900 so that bears the question, is it worth it? However, these models aren’t going to be limited production cars, in order to keep buyers from flipping their cars.

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I interviewed Boxster and Cayman owners to hear their thoughts on the new Spyder and GT4. First off is Jennifer (@jennetic and @9.ate.7), a 987 Boxster owner. She said, “I just think that, you know it’s only plus over the old one is 1k in the RPM, it’s still 1k shy of what a real 4.0L should make. A 718 GTS shares pretty much the same numbers and the supra is faster and also 50k less. Just doesn’t convince me, it’s all a false promise of a better car.”

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David (@siramg_), a 718 Boxster owner, also had something to say. “I think we are in an extreme transitional period when it comes to cars. Moving away from N/A motors and majority of our favorite sports cars now having forced induction. While I see why we are now in forced induction era with all the benefits from efficiency, smaller displacement backing so much power, emissions, and so on. Porsche was always known for their high revving flat six power plants. When the current generation of the 718 was introduced to the public there was massive love/hate for it. While it had massive amounts of low end torque unlike its predecessor in my opinion it lacked what true Porsche cars were known for. That screaming high pitch of the flat six, you no longer needed to really rev the car out to hit the power band. But it feels awkward at times when you get on the pedal and behind you you’re hearing turbo spool and preprogrammed pops. It you come to love and appreciate the 718 for what it now is. The GT4 and Spyder were a true gift from Porsche for the true purists. For those that truly loved Porsche for what it really is an extremely driver focused raw sports car. And for that it makes them even more special. Manuals are dying out, N/A is a thing of the past. But to have it once more… wow the car gods have answered our prayers. We have Porsche to thank for that.”

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Anthony Petrossian, the co owner of RS Report owns a 986 Boxster. He said, “As Porsche said, the new GT4 and Spyder are perfectly irrational. We could have gotten more power with turbos and a faster lap time with a PDK, but it’s not about that. These cars are about the drive, they’re about that magical feeling that lap times and 0-60 times can’t measure. We need that now more than ever.”

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Photo Credit: HERE

With that, please leave a comment with your thoughts on the new 718 Spyder and GT4. 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!