The Porsche 718 Boxster: The Next Generation of Fun in the Sun

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Ah, the Porsche 718 Boxster, a very interesting car to say the least. Back in 1997, this was the cheapest Porsche money could buy. It also wasn’t very fast, it didn’t look all that great, but it was a joy to drive. It originally came powered by a 2.5 liter flat 6 that made about 201 hp, which is a rather conservative amount if you ask me, but it did sound pretty good. Anyway, as the years went by the engine became bigger, those ugly fried egg headlights disappeared, and the Boxster grew up to become very respectable, fun to drive sports car. Then in 2016, Porsche did arguably the worst thing one could do to a sports car, they exchanged the 981 generation’s beloved flat 6 in favor of a turbo charged flat 4, creating what we now know as the 718 Boxster. To be completely honest with you, I hated it. I thought Porsche had ruined the Boxster. Sure it was faster, but there was no emotion, no passion behind a flat 4. It seemed that Porsche had given up its pursuit of the ultimate driver’s car in favor of chasing 0-60 times and gas mileage. I seemed to have forgotten what my friend Billy had always said, “Anyone who hates a sports car, has obviously never driven one.” Well, I finally drove one, and it was a hell of a lot of fun to say the least.

Technical Specifications 

Since everything seems to be a numbers game these days, let’s start off with the specs. In S form, the 718 Boxster is powered by a turbocharged 2.5 liter flat 4 that churns out a very respectable 350 hp and a muscly 309 lb/ft of torque. With all this power, a 7 speed PDK gearbox, and curb weight of 3054 lb, the 718 Boxster S sprints from 0-60 in 4 seconds flat (0.1 seconds slower than a Carrera GT might I add) and tops out at a 911-like 177 mph. Don’t let the hate fool you, the 718 is a fast car, like a REALLY fast car; much faster than the previous generation Boxster too.

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Interior/Build Quality

One of the biggest drawbacks of the 986 (first generation) Boxster was its interior quality, or lack thereof. The interior was cheap, rattly, and just a bad place to be even for a 90s car. Thankfully, one of the biggest improvements of the Boxster over the years-aside from its power gain-has been the quality of the interior. The 718’s interior is filled with high quality leather and contrasting stitching, all the buttons are in the right place, and nothing is cheap, you feel like you’re in a $80,000+ car. Unlike previous Boxsters, the 718 also comes with enough tech to make you feel old and you can tell the interior was designed with the driver in mind. Everything fits and everything makes sense, typical Porsche.

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How it Drives

Now the 718 may have killer looks, a boat load of power, and a comfy interior, but honestly, who cares? This is a sports car, and by definition it’s sole purpose is to be driven for “performance at high speeds.” As I said before, the 718 does not disappoint. The car just grips and grips and grips, there’s no better way to put it. The power, the balance, the chassis, it all feels right when going through a turn. You don’t have to wrestle it through high speed corners like you have to do in my 986 and you don’t have to worry about any under or oversteer like you would in a 911.  

Not to mention, the brakes are amazing too. These things stop you almost as fast as the car accelerates. They really give you the confidence to push the more powerful engine.

Aside from being my first time driving a 718, this was also my first time driving a Porsche with a PDK. Long story short,  I was VERY impressed. The PDK was so engaging and so blisteringly fast, I honestly didn’t think a manual would have made the drive any better, especially with that kind of power. Having a PDK meant I could focus on driving, on going even faster, it also meant launch control. And let me say, all that torque from the turbo does a really good job of turning your 718 into a racing yellow cruise missile; it’s really out of this world.

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The Sound

Going in, I thought that the 718 would be a lackluster car mostly due to the sound. But after driving it, I’m glad to say that the sound did not bother me at all. It’s really not that bad if I’m being honest. I know it’s not a flat 6 but it’s not a Honda either and hearing the turbo blow off through the side intake really put a giant smile on my face. But do I wish it had a flat 6? Yes. Will it keep me up at night though? Not at all.

 

The Verdict

Now nothing is perfect, we all know that. But when the only drawback of a car is the steering feel, you know you’ve got something special. The 718 is a real joy to drive, plain and simple. Everything feels right, everything looks right, and everything drives right. It has a 4 cylinder, so what? That just means you get a whole lot more torque thanks to that turbo. I’m happy to say that Porsche really got it right with something that could have gone so horribly wrong. Long live the sports car and long live the 718!

A special thank you to @siramg_ for letting us review his gorgeous yellow Boxster S, and for just being a really cool guy overall. Thank you for taking time out of your busy day to make mine one of the best I’ve ever had, it really means a lot. 

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 Acura NSX: A Truly Underrated Supercar

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Ever since its reveal in 2016, the Acura NSX has been called many things and I think it’s safe to say that most of these things haven’t been positive. Sales of the NSX haven’t been too positive either considering Justin’s 2019 NSX was number 2,043-the car has been on sale for almost 4 years and production is NOT limited. Having heard these stats before, I wasn’t really expecting much when I first sat in the NSX, but boy was I blown away; this thing is truly mental.

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Design

Let’s be honest with ourselves, the Acura NSX is a really beautiful cars. In pictures, it’s a stunner and that only gets better when you see the car in person. From the way the lines cut across the body to those perfectly proportioned air intakes to the subtle yet gorgeous flying buttresses, this car really has no bad angle. The NSX easily stole the attention of spectators away from the 950 hp Gemballa Turbo S (1 of 88 need I mention) that it was following. I know it doesn’t look like its predecessor but I honestly don’t care. This car is here to show us the future and if this is what the future looks like, count me in!

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Interior

The exterior is beautiful, I already knew that. But something that I constantly heard journalists barking about was the quality of the interior. Based on my experience, these jounalists were either completely blind, or they were acustomed to zuch a high level of quality that they would never be satisfied. Long story short, the interior was miles better than the car’s exterior and that’s saying something. Littered with Alcantara and leather, the cockpit of the NSX was a very pleasant place to be. The buttons felt nice, everything worked, the controls were in the right places, not to mention the seats were comfortable-miles better than the GT3RS we reviewed a few months ago. The interior was the perfect blend between a racecar and a Rolls Royce, I was VERY impressed.

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Acceleration

For those that don’t know, the NSX has 4 (a 3.5 liter twin turbo V6 accompanied by 3 electric motors) motors which produce a combined output of 573 hp and 476 lb/ft of torque which isn’t much until you realize that this torque comes in at 0 rpm. That’s right, thanks to those electric motors you have all wheel drive with 0 rpm torque, and that V6 engine, no turbo lag what so ever which had me smiling all day long. You can also get 30 mpg on the highway which I don’t think anyone will complain about. The launch is brutal. You put your foot down, and the car is gone, with no fuss about it. It was so fast, I laughed when I learned that the car was 3,878 lb, this thing pulled just like a GT3RS despite being more that 800 lb heavier, not to mention it kept up with a 950 hp Turbo S from 0-30 mph which is no small feat.

This thing stopped too. With massive carbon ceramic brakes, this monster came to a stop almost as fast as it accelerated. Now that’s not to say that these are Porsche brakes, the GT3RS and Turbo S definitely stopped faster, but the NSX’s brakes were still more than enough to get the job done.

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How it Drives

The biggest thing that journalists complained about was the way the NSX drove; not necessarily how well it handled but how it felt to drive. The wired steering and braking were said to take away from the driving experience. Despite this, Justin had no complaints about the driving feel, he was engaged in the experience just as much as he would have been driving any other supercar.

The NSX was also surprisingly comfortable. The powertrain was smooth as silk and it took bumps like a champ. The suspension seemed to have a split personality because when you hammered it, the car stiffened up like a true racecar, it really was the best of both worlds.

The sound wasn’t bad either. In fact, the twin turbo V6 sounded more like the muffled howl of a  Porsche 911 Turbo rather than the angry vacuum of a Nissan GTR. It was quiet but nice, nothing a good aftermarket exhaust couldn’t fix.

What really shocked me though was the sheer amount of grip this car had. In a GT3RS, you have miles of grip  but it’s not hard at all to get the car loose; this was NOT the case for the NSX. When I say this thing was glued to the road, I mean it. It did not lose traction once. No launch or full throttle turn was able to turn this thing loose, I would have believed you if you said it was on rails.

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The Verdict

As I said before, I really didn’t expect much with the NSX. I expected it to be a lame driving experience, with mediocre sound, and lackluster handling. I’m glad to say that what I got was the complete opposite. The Acura NSX is engaging, fun to drive, beautiful to look at, and fast as hell. There really isn’t anything on the market that gives you the reliability, practicality, and the performance of the NSX. It really is a shame there aren’t very many on the road because the more we hate on hybrids like the NSX, the more car makers lean towards soulless electric cars. The NSX is our friend, it is our beacon of hope in a land of darkness. It’s something to be cherished and enjoyed, something Ayrton Senna would’ve been proud of.

We would like to thank Cody and Justin for giving us an unforgettable experience that Saturday morning. When the ACR cancelled on us that morning, Cody came to the rescue by inviting Justin and his NSX. It was a pleasure to be able to review these cars with such kind owners.

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!

Ferrari Portofino: The Compromised GT

What makes a car great? It is the question every automotive journalist thinks they know the answer to but alas, they’re all wrong. I’m going to tell you what it is…
Just kidding! I don’t have the first clue. What may be phenomenal and adrenaline-rushing to me might be scary and obnoxious to you. Fact is, we’re all different. Different strokes for different folks—you ever hear that one? That one liner sums up the automotive community perfectly. It is the exact reason why you see people with chromed-out Lamborghinis, hotrods with hydraulics, and JDM racers with a muffler that sounds more like a popcorn maker than an exhaust note.
They are all car aficionados or automobile enthusiasts and/or purists as many of them would describe themselves. All with separate takes on what a truly great car looks and sounds like.portofino 1This brings me to the Ferrari Portofino; the marque’s latest and greatest drop-top coupe. With 600 horsepower, 650 some-odd pound feet of torque from its 3.9L V8, and looks that will make you say minchia, it certainly seems to have all the ingredients of a real Ferrari.
So, end of essay. Just kidding again.
The Portofino is what you get when you try and please everyone. It has to be a luxurious cruiser but also maintain the heart and soul of the prancing stallion. A tough feat, but it’s been done before. Can the Portofino do it?
Well, let’s start with the acceleration because that is probably the first facet of the vehicle that will stand out immediately to the driver (apart from its looks which I’d give a solid 7/10). The 488-derived twin-turbocharged V8 is utterly magnificent. Ferrari really has nailed the whole turbocharging thing. They give it the characteristics of a naturally aspirated engine (fruity at high RPMs and with a linear power delivery) with the upsides of a forced-induction engine (better fuel economy and higher output).portofino 2.pngLet me make myself clear: the Portofino is fast. It is faster to 60 mph than the Ferrari Enzo—A MODEL WHICH WAS NAMED AFTER THE MAN HIMSELF AND IS WORTH OVER A MILLION DOLLARS TODAY. That’s real-world speed right there, folks.
What the Portofino doesn’t have is that banshee V12 noise though. The valves stay closed until 3,000 RPM and if you’re cruising in 5th, 6th, or 7th gears, it’s completely void of cool noises. I have a problem with that because ever since I was a little boy, I could tell which cars were Ferraris solely based on the noise. Now, little kids will have to decipher whether they’re hearing a BMW M3 or a Portofino. That is sad. It’s not to say that the noise isn’t good but it’s certainly not great. And in a convertible Italian “supercar,” you want noise that will make you scream: bellissima! portofino 3.pngI apologize, but I’m afraid it gets worse from here because aside from the brakes, the Portofino’s dynamics are lacking to say the least. Ferrari’s newest electric-assisted steering gives zero road feel. Mid corner grip seems to be absent. To top it all off, that huge amount of power can get you sideways in an instant if you don’t know what you’re doing. I’ve never driven a car with such snap oversteer in my life. All is hunky-dory with the top down, the wind in your hair, and next thing you know, your 250,000-dollar GT car is in the trees. (Not that I know from experience or anything.)
This takes us back to the part about compromise. The Portofino was not designed to rip up canyons or backroads. Instead, it was designed for a person who could drive it to and from work everyday with little effort so the steering had to be light. Being a Ferrari though, people tend to drive it in a sprightly manner which exposes its inherent weaknesses. Ergo, what I did.portofino 4The 7-speed dual clutch gearbox is speedy but not up to par with Porsche’s PDK transmission just yet. Upshifts are instantaneous but downshifts could be better.
The last downside I’ll mention is about the infotainment. Yes, it is better than, say, the California that came before it but even a Smart car has more intuitive controls than that. The touch screen in the Portofino is laggy, cumbersome, dreary, and worst of all, will disconnect your iPhone if you much as drive over a pea-sized pebble. And for whatever reason, I couldn’t seem to get the temperature controls right in the cabin. It was either too hot or too cold. I was never comfortable with the folding top up.portofino 5Despite all the downsides of the Portofino, people are still going to gob them up like a fat kid eating mojos at Shakey’s Pizza. Why? Because it is the best sporty GT on the market right now.
But what about the SL63 and Bentley Continental? Both are fabulous GT cars in their own right but neither sound or handle as well as the Portofino. Not to mention the extra flair the stallion brings to the party.
How about the Aston Martin DB11? I’ve never been a fan of the styling of that car or with the way it drives–something is just off. It seems to be overshadowed by the fabulous DBS (which is in a different league).portofino 6Customers, or clienti as Ferrari calls them, will love the Portofino. It will do everything they want—all whilst carrying that hallowed cavallino badge on the hood. The Portofino wasn’t engineered with my demographic in mind. I’m better suited to the manic 812 Superfast (if only I could afford a $450,000+ super-GT than I would). So, who am I to say that this car isn’t great? I’m just some punk wearing Pumas.
So in short, the Portofino is a mesmerizing, tantalizing, alluring, eye-wateringly beautiful, car. Just not through these eyes.portofino 7.pngGrazie per averci visitato!
Make sure to check out the video review right HERE
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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!

Budget Sports Cars: Porsche 986 Boxster vs BMW E36 M3

If you had about $40,000 dollars to spend on a brand new, top of the line European sports car in the late 1990s, you would have two main choices: the tried and true BMW E36 M3 or the newly introduced Porsche Boxster. Both cars were essentially designed in completely different ways to do the exact same thing. The Porsche Boxster was a lightweight, mid engined, rear wheel drive roadster whereas the M3 was a front engined, rear wheel drive, slightly less lightweight coupe and both proudly exceeded their job of putting a massive smile on your face. Today, the debate is still rather the same but thanks depreciation, one can now pick up either of these cars for well under $15,000. Yet their new, similar price tags still beg the same question one would have asked 20 years ago, which one do you buy? Well now, we have an answer.

Technical Specifications

To start off, the BMW E36 M3 is powered by BMW’s famous S52 engine which is a 3.2 liter inline 6 producing 240 hp and 236 lb/ft of torque. The E36 is also front-engined, as mentioned before, and weighs in at around 3200 lbs. The Porsche on the other hand is powered by a 2.5 liter flat 6 that makes 201 hp and only 181 lb/ft of torque. However, it only weighs in at a feathery 2822 lbs. But despite being almost 400 lb lighter than the M3, the Boxster still has a lower power to weight ratio so Round 1 goes to the Bimmer.

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Interior/Build Quality

Since both cars are from the 1990s, interior design was not something they were known for when new. Both cars have cheap plastic bits and tacky interior designs so if you’re looking for a nice place to sit, get another car. That being said, there is a clear winner though and it’s the BMW. Even with it beings a 1990s car, the M3 still has a surprising amount of leather whereas the Boxster was criticized for having a cheap, plastic covered interior. The quality of the M3’s interior and the overall car itself is also much better despite it being a few thousand dollars cheaper than the Boxster. When you’re at high speeds, it doesn’t rattle or whistle, it feels properly put together which is sadly something I cannot say about the Porsche.

Practicality/Reliability

Let’s be honest, these cars are not going to be bought for their practicality but in case you were wondering, trunk space is the same on both cars since the Porsche has two trunks, but the BMW has back seats and a glove box so it’s a bit easier to daily drive. Being 20 year old German sports cars, reliability is also not a strong suit with each car having its own set of special problems. The M3 mainly leaks and burns oil while the Boxster has its infamous IMS bearing issue. However, early model Boxsters with the 2.5 liter engines-like the one we tested-don’t have the IMS bearing issue and overall are more mechanically sound than their BMW counterparts so reliability goes to the Porsche but not by much; these aren’t Toyotas after all.

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How They Drive

The main factor one should consider when buying these cars is how they drive, they’re sports cars for God’s sake. Honestly, you can’t really go wrong here, they both drive amazingly well. Part of this has to do with sound and thankfully, unlike their newer versions, the E36 M3 and 986 Boxster both sound exceptional. The E36 has a lower, angrier scream while the Porsche sings with its signature flat 6 howl. Determining which car sounds better is all subjective but again, you can’t go wrong with either, they both sound absolutely amazing.

The steering on both cars is also very direct and engaging, but the Porsche clearly has superior steering feel and enjoyment. In the Porsche, the wheel connects you to the road in a way that the Bimmer can’t seem to deliver.

Earlier, I mentioned that the BMW has about 39 more hp and 55 more lb/ft of torque and if there’s one thing that separates the two, it’s the torque. The Bimmer accelerates harder and is noticeably more powerful than the Porsche. Also the M3 always has power to put down whereas you really have to work the engine in the Porsche to get 40 less hp. Handling is superb on both cars but you do feel more planted in the Porsche because of its wider tires, lower power output, and its mid-engined layout, then again, the unpredictability of the BMW is one of its best features.

The Verdict

In the end, it’s all about what kind of experience you want. The Porsche makes you feel safe, it’s friendly, it doesn’t feel like it’s going to slide at every turn. The Porsche is also easy to master, not once have I felt the car struggle for grip or not be able to take a corner. It’s like your grandmother, you always feel safe when you’re with her, you’re always smiling, and you know what to expect. But if the Porsche is your grandmother, than the M3 is your crazy uncle that you only see once every two months. The Bimmer is constantly on the edge, it’s loud, it’s scary, and it pushes you to your limits as a driver. It’s fast, it’s skittish, it’s freaking amazing. Unlike the Porsche’s docile nature, the M3 is ready to bite your head off at any moment. Driving the M3 is like putting your foot on a tiger’s neck, one mistake, and you’re toast. Again though, it’s all about personal preference, someone like my dad-and Happy Father’s Day to all the great dads out there-would likely prefer cruising the Malibu canyons with the top down, listening to the Boxster’s iconic howl. But if you ask me, I would definitely take that amazing M3.

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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!

Hypercar Level Performance: The Gemballa Turbo S

991 Turbo S Cover

I would like to begin by thanking Cody (@cody23m) for providing his 911 Turbo S to support RS Report. When I received an invite to a prestige event called Cars and Jets, I scrambled to get a ride from supercar owners everywhere in SoCal. Cars and Jets is the only private super and hyper car show in the world. In the words of the founder, Steven Barth, “This event sets itself apart from the countless others by going back to the roots when owners got together and shared the passion for cars without having to deal with countless photographers, police, angry neighbors, and people looking for business opportunities when we just want to enjoy a Sunday with friends. Making owners and their personal guests the only attending creates a relaxing atmosphere that leads to great conversation and friendships. In the end that’s what makes the car scene the most fun.”

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I humbly asked Cody if he would like to attend with his monster of a 911. May 11th was the best day of my life. Before the event, our crew met up in front of my house. When Cody pulled up, I ran outside to greet him and was confronted by, essentially, the German Batmobile. The bolt on wheel arches, the massive wing, the beautiful 3 piece Gemballa wheels, and the exposed carbon fiber engine vents just added to the overall effect of the car. Gemballa wasn’t messing around when it designed this masterpiece.

991 Turbo S Arches

As I climbed into the Gemballa Turbo S, nothing seemed out of the ordinary. It had a gorgeous red leather interior and even heated seats. It was like climbing into a comfortable bed that was conveniently placed on top a 950 horsepower, 900 lb/ft of torque monster. By Design extracted these hypercar level numbers on a low tune. That’s right, this thing can be cranked up even higher. There’s a methanol injection kit that converts 91 octane into 95 octane, but the car can run race gas if need be. The full spec sheet will be at the bottom of the article.
The startup was quiet, due to those massive turbos sucking in all of the glorious noises that flat 6 could’ve produced [Insert Anthony’s GT3RS article here].

991 Turbo S Interior

As we pulled onto the main road, I still couldn’t find the difference between Anthony’s 997 911 and this Turbo S. It wasn’t until Cody smashed that gas pedal all the way into the floor that I felt like I was either going to throw up, pass out, or die. I do have a phobia of roller coasters, and this car should’ve had a big fat warning label on the dashboard. I clutched my stomach as the view became blurrier and blurrier, and finally, a godsend. There was a red light. I couldn’t have imagined this car would accelerate that fast. I was at a loss for words, they couldn’t even begin to describe the magnitude of acceleration that this car can achieve.

991 Turbo S Rally

As we drove closer to the event, our crew encountered an insanely loud Gallardo Superleggera, which attempted to overtake us. Now, Gallardo Superleggeras are nothing to be joked about, but with one magical downshift, we accelerated to his overtaking speed in less than a second. Literally. As I tried to take out my phone to film, we encountered a stop sign, which approached us much, much faster than I could perceive. Now, this meant braking. Hard, hard braking. Never have I felt that many G forces pull on my body; If I didn’t have a seatbelt on, I would’ve undoubtedly flew out of the windshield. I felt my face begin to pull off in ways I’ve never felt before.

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During the rally through Angeles Crest, the car still took corners flawlessly. This car might be extremely fast in a straight line, but it is still a 911, corners are its middle name. As we pulled to the side to regroup, people approached us excitedly to tell us that the Turbo S was shooting flames. That’s the least to be expected when Gemballa and By Design get their hands on a car. Those Turbos have to breathe somehow right?

991 Turbo S Front

What I experienced in this Gemballa Turbo S could be considered torture to some people, but I enjoyed every single second spent in that car, it was truly mind blowing. Thanks again to Cars and Jets for organizing this event and Cody for generously taking me to this event. This was truly the best day of my life by far, and I owe it all to them.
Here is the spec list:

991 Turbo S Spec List

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 991.2 911 GT3RS: Porsche’s Cup Car for the Road

GT3RS Cover

The great Muhammad Ali once said, “Float like a butterfly, sting like a bee,” and I couldn’t think of a better way to describe the Porsche 911 GT3RS. This weekend, I had the privilege of attending Cars and Jets, an exclusive car meet that takes place inside an airport hangar. At the event, I was overwhelmed by the cars there; I mean there were two Lamborghini Aventador SVJs that everyone was ignoring since there was a Lamborghini Diablo GTR and a Jaguar XJ220 on the other side of the hangar. Also, special thanks to Steven from Cars and Jets for making this all happen.

Our contribution to the event included bringing two 991.2 GT3RS’, a 950 hp Gemballa 991.1 Turbo S, along with a 991.1 GT3. The RS’ were piloted by gad_autobody and 50K2la, while the 950 hp Turbo S was piloted by cody23m and the 991.1 GT3 by z_kirovakan (these are their Instagram names). After the amazing meet, most of us decided to rally up the legendary Angeles Crest Highway. On the rally, I had the honor of riding with gad_autobody in his GT3RS and what an experience it was.

GT3RS Side

Up until Cars and Jets, the fastest car I had ever rode in was my dad’s 997.1 911 Carrera, the car that started my love for cars. Up until then, a 3 second 0-60 time was just a number, beyond my realm of imagination. The howl of a 9000 RPM redline was just something I heard on YouTube, and the lightning quick shift times of a PDK were just cool facts to know. On the rally, I now knew what these numbers meant, the exhileration they produced, and the smile they put on one’s face.

My dad’s 911 is a fast car without a doubt. The acceleration pins you to the back of your seat, you can take corners at any speed you like, it makes a great sound, etc. But nothing could prepare me for the GT3RS. The way car grips and turns is beyond what words can describe. I was constantly pinned to the back of the carbon fiber bucket seat as we carved up the canyons, never once slowing down. High and low speed corners were taken at break-neck speeds and you could tell the car could still do more. It was as if it was taunting us after each turn, telling us it can do better. We weren’t even close to the car’s limits and it felt as if we were cutting a line straight through the laws of physics. In the words of Jeremy Clarkson, “It has so much grip, that your eyes start to hurt.” Not to mention the GT3RS did all of this without an inch of body roll, or a loss of grip; it felt like a literal roller coaster except faster…much MUCH faster.

GT3RS Rally

As if the handling wasn’t perfect, the acceleration literally pinned me back to my seat like nothing I’d experienced before, it made my dad’s 911 feel like Honda Civic. This was in part due to the PDK transmission; this was also my first time experiencing Porsche’s world renowned PDK transmission. When the PDK first came out, I had heard rumors that its shifts were so fast that you could not feel them, all you felt was a constant stream of power and torque. I can verify that these rumors are 100% true. They’re so true in fact, that if there was no engine sound, I would’ve thought that the GT3RS was an electric car. The acceleration feels morelike my friend’s Tesla than my dad’s 911.

And the sound, did I mention the sound? The howl of the engine was unlike anything you hear in the videos. The microphones fail to capture the emotion, the true tone of the engine. When those valves opened, the gates of Heaven opened. The sound captures you, engulfs you, and it somehow amplifies everything you’re feeling. The acceleration feels faster, the tires grip harder, the car turns faster, everything is cranked up to 11. The sound was the icing on the lizard green cake.

GT3RS Back Seat
One of the only pictures ever to be taken from the back of a GT3RS

From the moment you’re captured by those carbon fiber bucket seats, you know you’re in something special. The jerkiness of the transmission at low speeds begs you to go fast and the sound pushes you to go even faster. The ride is back-breaking and it is horribly impractical-although I did find out that the back “seats” can hold people if need be (RIP z_kirovakan’s rear tire). But once we were in those canyons, these “faults” became the GT3RS’ redeeming factors, it all made sense. I realized that the GT3RS is not a sports car or even a supercar, it is a tried and true racecar.

I would like to thank GAD Auto Body again for truly one of the greatest days of my life. 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 website.

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