The SRT Viper ACR: A Supercar Turned to 11


My friend, Kourosh (, organized a Coronavirus Awareness Drive to bring awareness to how severe this pandemic is and to advise everyone to stay home and be safe during this unique time. All jokes aside, we just got extremely bored during the quarantine and decided a drive was long overdue. Since this was such short notice, we just texted our friends and got nearly 20 cars to join us. 

At 11 PM the night before, I decided to take my chances and text Andre (@suited.racer) and invite him to join us in his insane 900 wheel horsepower Viper ACR with 2 bottles of Nitrous stuffed in the trunk. He said he’d try his best to show up and I didn’t think much of it till the next day while we were parked and I heard a very distinctive 8.4 Liter V10 rumble up the street. He even got a friend of his to join us as well in a tastefully modified M4 Competition (@comp.m4). Even though most of us were in the usual BMW or muscle car that most Burbank Highschool car guys have, he still treated us on the same level. Andre showed us around the car, popped the hood, and showed us the extremely grippy tires and nitrous bottles. Eventually, the cops showed up and decided this was a “social gathering” so we got ready to leave. As we were leaving, I asked Andre if he would mind me riding passenger. Even though we are going through this weird time in a pandemic he still decided to share this experience and I will never forget it. Thank you Andre! 



One thing I should note about the viper is that the cabin is TINY. It was one of the hardest cars to get in and out of. Even the McLaren Senna seemed more comfortable! The moment we got on the main road, I realized what a track focused car the ACR was. It was definitely the most stiff suspension I have ever felt, and I’ll go into detail about that in a minute. We hopped onto the 5 freeway and that V10 was no joke. Andre shifted through the gears one after the other, and we were overtaking cars so fast it was reminiscent to Back to the Future. 

At one point, Andre decided to point out the 2 massive nitrous bottles between our heads, and began to activate them. He showed me the beautiful red button on the side of the shifter and even let ME activate the nitrous, and boy you can really feel the difference. It’s like a turbo, without the lag. There’s just instant power and torque no matter where in the rev range you are. It was such a unique experience and I’m glad I got to experience Nitrous in such an already crazy car. 


As we merged onto the 101, Andre mentioned that this was his favorite stretch of the Mexican Freeway. As our speed began to climb higher and higher, we sped past the pack and I attempted to wave at them as we flew past. Key word: attempted. Holding your hand out into ”65” mph winds is not a good idea. My wrist snapped and I had to pull my arm back into the car. Then, the surface of the freeway drastically changed, and there was a minuscule hump. However, hitting a minuscule hump at 65mph versus “65”mph changes a hump into a jump. We caught air for what seemed like an eternity and I can’t even remember if my head hit the ceiling of the tiny cabin. Because of the crazy amount of downforce being produced by the massive wing, rear diffuser, splitter, and canards, the car SLAMMED back down onto the ground with so much force it bottomed out. What did Andre do in this situation? He shrugged and said, “sounds like I need a new $8,000 diffuser,” downshifted, and kept accelerating as if nothing happened.

Of all the cars I’ve ever experienced, this Viper was by far the most “Racecar” of all of them. The 458 seemed like a Rolls Royce compared to this. The GT3RS seemed like an S2000. The only car that I can think of that can give Andre’s Viper a run for its money is Cody’s monstrous Gemballa 911 Turbo. With nearly 1000 horsepower on tap and AWD, it’s extremely fast. But it’s still insulated and comfortable on the inside like a regular 911 Turbo. The Viper is track focused in every aspect. When you hop into it, you notice that long bulging hood housing the 8.4L V10 and the low seating position that tells you the center of gravity in this car is serious.


As a kid, the Need For Speed nitrous seemed like a gimmick, but once I experienced it in real life, I’m very tempted to attach a 250 shot to my Cayenne and see what happens. Watch my reaction to the Viper on Andre’s Youtube channel, Suited Racer starting April 1! Thank you to Andre again for joining us and providing some fresh content during this time! We appreciate everything you’ve done for us and it was a pleasure to see you again. We look forward to working with you 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 C7 Corvette: Bargain of the Century


Before I start this article, I would first like to thank @roman_radenski for trusting us with his beautiful C7. Thank you so much Roman for taking to time out of your day to let us review your car and for just being a cool guy in general. You rock!

I’ll be honest, I’m not the biggest fan of American cars. I don’t fit in them very well, and I don’t think they drive that well compared to European cars. There are exceptions though, aka the Mustang GT350; I LOVE that car. That being said, it would be safe to say that I don’t really like the Corvette and if we didn’t review the C7, you would be right. I would say they are too cheaply made and the engineering is about as advanced as the computer I’m writing this article on (hint: it’s a literal dinosaur). But today, everything changed. We finally drove a Corvette, and what a car.



First let’s get the specs out of the way and then I’ll tell you why I LOVE this car almost as much as a GT350 (did I mention I’m in love with the GT350?). Stock, the C7 Corvette Stingray comes powered by a naturally aspirated 6.2 liter V8 called the LT1 that makes a very respectable 455 hp and 460 lb/ft of torque. Since it only weighs about 3,300 pounds, 60 mph happens in just 3.7 seconds and the Vette will happily shove its way up to 186 mph if given enough tarmac. Not bad at all I might say, this is a pretty fast car.


Looks and Interior

Except for the C4 and C5, Corvettes have been pretty good looking cars. The C7 is no different. I loved the lines, the angles, everything on this car was crisp and clean as can be. Especially in red.

But the interior was what really impressed me. I have been making fun of GM and their cheap scratchy plastic interiors for as long as I can remember. I was ready to have the time of my life when I saw @roman_radenski’s beautiful C7. I was wrong, very wrong. Roman’s car was equipped with the LT3 interior package and I’m proud to say that the interior of the C7 is a very nice place to be. The cockpit was draped in beautiful red leather, contrasted stitching, and great materials. My only gripe though was that the infotainment looked a bit cheap, but I’ve seen worse on more expensive cars. Also, the instrument cluster and heads up display is up there with that of a Lamborghini Huracan Performante. Well done GM.


How it Drives

For a pure weekend only sports car, the Corvette is not what you want; get a Porsche 911. But if you want the most fun daily driver, the Vette is your car. It’s comfy, it’s fun to drive, spacious, and that LT1 V8 sounds ungodly. This car will put a smile on your face. The only problem with the Vette as a daily driver is that it gets horrible gas mileage; I frankly don’t care.

The engine is responsive, and there’s so much torque. When you accelerate, it’s like your being pushed into another dimension. You get captivated by the engine’s growl, the revs start to climb, you get pushed back into your seat, and the next thing you know, you’re going 100 mph on the street.


The steering is electric, you can feel that, but when the C7 is in track mode, the EPAS system is among the best. With the Z51 package, you get stiffer suspension and some amazing Brembos to stop you right in place. The car changes direction with such ease, it’s truly amazing. One gripe I have though is that the Corvette is not, and does not feel like a small car. It’s no land yacht, but it’s no 911 either.

My other gripe is with the transmission. This goes back to the Vette being a great daily driver. Roman’s Corvette was equipped with GM’s new 8 speed automatic gearbox. When in drive, shifts are smooth and fast, no problem what so ever. But when in manual mode, there is some delay between clicking the paddle and actually upshifting or downshifting. The transmission also feels rather sluggish; it’s great for a daily, but if I’m driving it on the weekends, I’d personally take a manual.


Why You Should Buy One

From what I’ve said during this article, it would seem like the Corvette is a good sports car, not great, but good. Now let me tell you why all the problems I mentioned are irrelevant and why the Corvette is not good, or great, but amazing.

The C7 corvette starts at $55,000 plus $5,000 for the Z51 Package which you should definitely buy. So for about $60k, you get a good sports car with a great engine, and a good driving experience. A Porsche 911 on the other hand (a great car with an amazing driving experience) starts at over $97,000 dollars. For less that $10,000, you can eliminate ALL the flaws I listed with the Corvette and then some. Basically, a manual transmission and some weight reduction will take the Corvette from good to AMAZING.

Thank you again @roman_radenski

Roman’s Vette had some insane bolt on upgrades, a exhaust straight from God himself, and one of the nicest body kits I’ve seen on a production car. His car made about 550 hp to the crank (100 hp more than stock) and drove like a monster. With all the money he spent on mods he would still have more than $20,000 to spend before he could buy a base 911 with no options. The Corvette is ALL about performance, and it’s an incredible bargain.

I have nothing but respect for it.

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


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. 


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.


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. 


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.


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. 

@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!


The 997.2 911 GT3RS: Analog Perfection


Before I start, I would first like to thank @lennsport for taking the time out his busy day to make this review possible. He is a true car enthusiast and just a great guy to be around. This wouldn’t have been possible without him.

As time has progressed, so have cars. Cars today are in every way faster and more efficient than they were 10, 20, and 30 years ago. With fancy turbocharged engines, lightning fast dual clutch transmissions, crazy suspension, and carbon ceramic brakes the size of my boxster’s wheels, it’s no surprise at all. But notice how I said “faster” instead of “better.” This is because as we have seen, faster, does not necessarily mean better. I am a firm believer that there is such thing as too much horsepower when it comes to how fun a car is. That is why I firmly believe that the 997.2 GT3RS is the best driver’s car money can buy, period.

Don’t get me wrong, the new GT3RS is a phenomenal car (if you don’t believe me click on this sentence to see our review of one) but it is nothing compared to the 997.2 in terms of driving pleasure.Let me explain.


The Looks and Interior

Looks are subjective, I’ll agree to that. Some people don’t like the look of Porsche’s GT cars with their flared wheel arches and monstrous wings, heck, some people don’t like the look of the Porsche 911 as a whole; I am not one of those people. In my humble opinion, the 997.2 generation is the best looking 911 out there. It has perfect proportions, subtle yet noticable lines, and those perfect tail lights. Combine this subtle, yet special body with the wing and flares of a GT3RS and you get pure perfection, I mean just look at it. It’s not wide like a 4 lane freeway, but it’s not a motorcycle either. If there is a “Goldilocks 911,” this is it. Also it’s the only car in the history of mankind to look good in red wheels which is a plus in my book.

The interior is probably the least special thing about this car and that’s saying something. It’s just as refined and high quality as any 997 with touches of red alcantara and fabric door pulls to make you feel a little special. The seats though are something else. Those buckets are straight out of a racecar and they hold you in like one; they are not for people with back pain.


The Acceleration

Thanks to you guys, I’ve been lucky enough to experience a variety of supercars and sports cars in my life with the 997.2 GT3RS being one of them. And if you’re all about specs and 0-60 times, I’m afraid you’ll be disappointed, this is not the car for you. With 450hp coming out of its 3.8 liter flat 6 and a 3,020 lb curb weight, the 997.2 GT3RS is no slouch, but it’s not at the level of today’s supercars, and quite frankly, I don’t really care. After driving a Ferrari 458, I learned what it means to have too much power. The GT3RS is riding this fine line where it’s blisteringly fast, but not too fast to be unusable. Also, one thing that I noticed was just how linear the power delivery was. They weren’t lying when they said they’d put a racing engine in the GT3RS, that Mezger motor is true to a racecar, much more so than the engine of a 991 GT3RS.


The Sound

Speaking of that glorious Mezger flat 6, one thing that makes the GT3RS so enjoyable is its sound. In a world of muffled, turbocharged, souless, engines, the song of the 997.2 GT3RS is a true gem. The sound is just so raw and unfiltered, it makes the new GT3RS sound like a Tesla. As you climb through the revs (and oh does this engine like to rev), the hairs on the back of your neck stand up as you hear the cams, valves, and exhaust all working in perfect unison up to its 8400 rpm redline. Even at startup and idle, it sounds special with its vibrating flywheel making it sound like a cammed V8 at idle. Long story short, the 997.2 GT3RS is loud and proud, with no compromises what so ever.


The Way It Drives

Everything I’ve mentioned so far: racecar looks, the racecar seats, the racecar engine, and the racecar sound lead up to the 997.2 GT3RS being one of the best, if not the best driving cars ever made. This is largely in part because everything is connected together by a perfect, 997 era 6 speed manual transmission complete with a factory short shifter and tightened gear ratios. The manual is what really brings this car together, and it’s what sets it apart from the competition. Combine this beautiful setup with perfect hydraulic steering feel and some racecar suspension as a nice little cherry on top and you get the 997.2 GT3RS. You know it’s special just by looking at it and after one mash of the throttle pedal, you know you’re in for a treat. The car just grips and grips and grips, just like the new GT3RS’ of today. That suspension gives you a tough time on the street but when you’re going fast, that equates for ZERO body roll. This thing truly corners like it’s on rails. I said before that this car’s acceleration makes it feel outdated, but that is NOT the case with the handling, if anything, it feels much faster than any new supercar.

The Verdict

Going in to this review, I thought the 997.2 GT3RS would feel like a more powerful and slightly sharper version of my 997.1 Carrera. I didn’t think for a second it would be on par with the new supercars of today. Thankfully, I was wrong, this is in every way, a tried and true supercar (scratch that, racecar, this is a racecar). And after reviewing it, I know why they’ve become so expensive. There simply is nothing like it on the road today, and there probably never will be ever again. The 997.2 GT3RS was the last supercar of the Golden Age.

Do you have a cool car for us to review? If so, please feel free to contact us via Instagram @rsreportblog. Thank you!

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 997 911: The First Choice for a Second-Hand Porsche

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Photo Credit: @teamanarchyy @danovinpirnazari

Porsche enthusiasts are a very unique group of people. These people are so passionate about the brand that it often leads to bitter conflicts among them. But, one consensus that they all seem to agree on was that the 997 was a pretty good 911. The water cooled fans generally agree that it provided the perfect combination of luxury and driver engagement and air cooled purists seem to agree that it was the best that a water cooled Porsche could offer. Unlike with air cooled 911s, the market seems to be rather less sympathetic towards the 997 since one could easily pick up a Carrera model for anywhere from $25,000-$60,000; which is well within the reach of the average sports car enthusiast. That brings us to this, 997.1 911 Carrera which shows that although the 997 is getting old, it still remains to be the best 911 for the price.

Photo Credit: @teamanarchyy @danovinpirnazari


In my opinion, the 997.2 generation is the most beautiful 911 ever made. The size, the curves, the lines, everything is just perfect. And although the 997.1 is not as beautiful as its successor, it’s not a bad looking car. It’s got the classic 911 silhouette, it’s not too big, it doesn’t have the much disliked fried egg headlights of the 996, there’s really no bad angle for the car. The 997.1 also looks relatively modern considering it’s almost 15 years old.


Looks wise, the interior is what stands out on the 997.1. It’s simple, elegant, and driver focused. The seats are in the right place, the center console isn’t cluttered with unnecessary bluetooth and wireless calling options. It’s a sports car and the interior reflects it. The 997.1 is also a Porsche keep in mind so everything short of the volume and tuner dials for the radio are built with the utmost quality. There’s lots of nice leather, there’s no scratchy plastic like in the 996, it’s a very nice place to be.


In general, Porsches are very well built cars, especially the newer ones. Sadly though, the 996 generation that preceded the 997 was not one of these newer ones. Of all the things wrong with that car, the most notable was the reliability of the M96 engine that powered it. For those that don’t know, the M96 was notorious for its IMS and RMS failures, it was by far one of the worst engines Porsche had ever built. And that M96 engine was unfortunately carried over to the 997 Carrera, Carrera 4, and Targa 4. But there is some light at the end of the tunnel since the M96s fitted to later 997.1 models, like the 2007 Carrera we tested, had been cleared of most of these problems. The Carrera we tested had almost 50,000 miles on it and ZERO mechanical problems. The car ran like a clock and showed no signs of stopping anytime soon. Honestly though, as long as you treat the engine well i.e. change the oil frequently, let it warm up before pushing it, etc. you should be fine.

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Photo Credit: @teamanarchyy @danovinpirnazari

How it Drives

As of this writing, it’s been almost a year since RS Report was started. In that year, I’ve had the honor of being able to review so many amazing cars so trust me when I say that the 997.1 Carrera that we reviewed is the Goldilocks of performance cars. The steering feel is light enough to make quick maneuvers yet heavy enough to feel the road. With the sport chrono package (which is a must), the throttle response in “Sport Mode” is perfect for shredding through a canyon, and perfect for everyday driving in comfort mode. Everything in this car seems to be just right. But don’t let this commentary fool you into thinking that the 997.1 Carrera is a slow car, by any means.

The “base” model that we tested made 337 hp (325 hp stock) and 273 lb/ft of torque while weighing in at just 3,075 lbs. This power to weight ratio can still compete with the 991 Carrera, BMW M4, and all the new sports cars of today. This is a fast car, plain and simple. This low weight makes cornering a breeze, the car is very quick on its feet in the canyons and stable on the straightaways.

The 6 speed manual in our car was amazing as well. The clutch was perfect for fast upshifts and the engine revved so perfectly for the downshifts. The shifter is so perfect and precise, it’s like operating a rifle bolt.

And the sound, oh that beautiful sound. Each section of the rev range is accompanied by it’s own symphony. From 1,000-3,000 rpm you get the angry base tone of an old RSR racecar. From 3,000-5,500 rpm the angry base crescendos into a violent roar and right at 5,500 rpm, you get this beautiful resonance that marks the transition to that signature Porsche howl all the way to redline. Finally, you shift gears and get the encore you’ve been waiting for all the way to this car’s 177 mph top speed.

Photo Credit: @teamanarchyy @danovinpirnazari

The Verdict

The 997.1 911 is easily the best sports car under $60,000. Also keep in mind that our review was conducted in a non S Carrera without PASM or carbon ceramic brakes. Just imagine what those would add. Driving this car was an experience, the dazzling looks, the eviscerating sound, the smell of the leather, it all combined to make the ultimate driving experience. The 997 911 is without a doubt, the BEST sports car under $60,000.

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 Ferrari 458 Spider: Stupid Fast

In May, we had the honor of attending a super exclusive car show called cars and jets (@carsandjetsofficial). Cars and Jets took place in a private hangar, and consisted of some really nice cars and some really nice people all spending the day together. What was special for me was that it was my first time riding in a super car. I had the honor of riding shotgun with @gadautobody in his 991.2 GT3RS-up until then, the fastest car I’d ever sat in was a 997.1 Carrera. Long story short, it was one of the best days of my life. Up until a few weeks ago, I didn’t think life could get much better than that day, I was wrong. On Saturday, September 7, @carsandjetsofficial hosted another Cars and Jets, and I got to drive an automotive legend, the Ferrari 458 Spider…what a car.


The Looks

Let’s start on the outside, and just look at it. The 458 is Pinnanferina design at its finest. The lines, the curves, the shapes, it’s absolutely beautiful. Nothing looks out of place, it’s not too wide, not too narrow, not too low, everything is just right. With our car being a spider, we got those signature “double bubble” rear deck lid; we drove with the roof down of course.

The Interior

I’ll be honest, Italian cars are not my favorite. I think they’re too flamboyant and unreliable to be proper drivers’ cars, but damn do they have good interiors. Everything from the steering wheel to the air vents was driver oriented. Not to mention, covered in beautiful Italian leather. The seats, the dashboard, the steering wheel, even the door pockets were leather. Where there was no leather, there was Alcantara. The seat fit you just right, the pedals were all in the right place, the paddles made such a satisfying “click,” you’d think it was a Porsche from how perfectly engineered everything was.


The Way It Drives

When I was little, I would always ask my dad car questions. “Why do you like Porsches? How come you didn’t buy a Turbo? Did you know the Turbo can go from 40 to 60 mph in 1 second?!?!?!” I’m honestly surprised he didn’t just sock me in the face after the first 10 questions. Anyway, the thing was that whenever I would ask him about a supercar, he usually responded with, “I probably wouldn’t buy that car, it’s too fast.” I was baffled. My 10 year old brain couldn’t even begin to grasp the concept of a car being “too fast.” How could ANYONE think a car is too fast? My brain was still baffled up until I drove that beautiful Ferrari because trust me, it was way too fast.

As I was getting used to the car, I could literally feel the power at the throttle pedal. I don’t know how to describe it. It was like I could open the floodgates of hell with a pedal. It was tempting me, the car was tempting me, daring me to floor it, to unleash the 570 horses crammed into the middle. After a solid 5 minutes of resistance, I gave in, I couldn’t take it anymore. I buried my foot into the accelerator, in first gear mind you; I unleashed the beast. Little did I know that the beast would be way too much for the cold tires to handle. The road turned to ice for a second. I only thought that was possible in Forza. This car was too fast.


The way that Ferrari accelerates is beyond belief. The force it pushes you back in your seat with is other worldly. It’s addicting, it really is. The beauty of it is that it’s so balanced as well. The sharpness, the agility, the seating position, everything is made for that one moment where you have an open road ahead of you and nothing but time.

The car turns with ZERO body roll, and GT3RS like precision. The steering feel is just as perfect as a 997 and the transmission shifts like a PDK. Going through a corner is like drawing a line through the laws of physics.

And the sound, did I mention the sound? It’s eviscerating. There’s nothing quite like the howl of 8 cylinders screaming at 9000 rpm. Every crackle, every downshift, is just intoxicating. I would give anything to hear it again.

My favorite part about the 458 is not it’s speed or its looks, but how it makes you feel. Driving the 458 made me want to be a better driver. It makes you want to tame the beast inside, to max it out, to reach the limit. It really does bring out the best in you. The 458 gives you just the right amount of confidence and fear to make you the best. And that for me is truly special.

They say you never forget your first Ferrari, and they’re right. What s car.

I would like to thank GAD Auto Body again for truly one of the greatest days of my life, I didn’t think Cars and Jets could get any better. GAD will take care of all of your bodywork, towing, and vinyl wrapping needs. Their shop is located in Glendale, CA. They also do supercar rentals! Most importantly though, the guys at GAD are true craftsmen and their passion for what they do clearly shows in their results. Click on this paragraph to visit their Instagram Page.

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