#porsche 993 turbo r

[visualvocabulary33]

[wrooom]

TurboR 

"Ruf."

By Alex Penfold

[ladismantler-porsche-parts]

My Speedball 964 air-cooled Speedster with 993 turbo S power @excellencemag1 STORY & PHOTO BY PETER WU JULY 24, 2014 If it weren’t for a crying two-year-old and a mild case of insomnia, Todd Dakarmen wouldn’t have been up at 3:00 am scrolling through car listings like he was counting sheep. His initial searches for collectible ’89 and ’94 Turbos came up empty. Undaunted, he modified his search to 1994 911s. What came up sent a jolt of adrenaline through his arteries because it seemed to be a case of too good to be true: a ’94 Speedster with 100,000 miles on the clock and a “Buy It Now” price of $30,000. He pressed “Buy” and then actually managed to get to sleep. When Dakarmen woke up a few hours later, he got a call from the seller asking him he if he’d been drinking the night before, when he bought the car at 3:00 am. It turned out that the two knew each other: Dakarmen is the owner of LA Dismantler, one of the largest Porsche dismantlers in the country, and he had been selling parts to the owner of the Speedster, a car dealer, for many years. Dakarmen went to look at the car and found it checked out as a numbers-matching car with a well-documented service history. The body and interior showed a little wear, but that didn’t concern him because, at the time, he already owned a ’94 Speedster with 4,000 miles and an ’89 Speedster with 3,000 miles. This one, he figured, would be enjoyed on a regular basis, with less concern about its preservation and resale value. Over the next two years that he owned the car, which became known internally as the “Speedball,” one of Dakarmen’s friends constantly hounded him to sell it. He would always turn him down, until one day he gave in. From there, it didn’t take long for new owner Bob Wake to put his touches on the car. Wake removed the soft top and installed a Strosek hardtop. Then came a set of made-to-spec H&R coil overs, brakes from a 993 Turbo, a set of 18-inch Ruf wheels and front uprights from a 993 GT2 Evo. As the car moved further and further away from stock, the two talked about what was needed to give it some much-needed edge. That, of course, was more power. The thought of swapping in a VarioRam engine MORE.. (at La Dismantler) https://www.instagram.com/ladismantler/p/CZRzF4OljYm/?utm_medium=tumblr

[moderncrafter]

March 2021 CC Pack Preview - Subscribe to my “Showcase CC” or “Sims Coast Customs” Patreon tiers today to receive all this cc!!

Hi everyone, this months cars are racing cars. In other months I have done a mix of expensive and cheaper cars, but this time I wanted to post some of my favourite cars you would see racing down the highway. The Honda Civic Type R and Toyota 86 are my favourites.

Cars

2017 Honda Civic Type R

1993 McLaren F1 XP5

2012 Maserati GranTurismo Sport

2018 Porsche 993 911 Turbo ‘Project Gold’

2018 Dodge Challenger SRT Demon

1994 Ferrari F355

2019 Ford Mustang GT

2017 Toyota 86

2016 Alfa Romeo Giulia Quadrifoglio

Recolours

Live to Work Desk

Snog The Loveseat

Double Futon V2

Bowler's Hidey Hole

Lost in Transit

SLAB Farmhouse Table

Lovely Armchair

Das Mesh

Mid-millenium Modern Coffee

[911legendsneverdie]

If you call these two cars your own, you may call your self a true Porscheist! 🙏🏻 . © Photos: @instaexotics __________ ARTICLE: . The 993 GT2 and the Carrera GT are the absolute spearhead of the past decades when it comes to the history of the Porsche brand. No other vehicles where closer to motorsport at their times and hardly any other vehicle demands the skills of its driver more! 👌🏻 . In contrast to the Carrera GT, the Porsche GT2 models of the 993 type are road or homologation versions for racing cars. Characteristic for this model of the Porsche 911 are the riveted fender extensions and the rear wing borrowed from the Porsche 993 Carrera RS Clubsport. 😍 . The first version of the 911 GT2 appeared in 1995 on the basis of the then current Porsche 911 Turbo type 993. With the revised 911 turbo engine M 64/60 - which now had the designation M 64/60 R - it produced a maximum of 316 kW (430 hp) at 5,750 min-1 and had a maximum torque of 540 Nm at 4,500 min-1. 172 of this version were produced in total, which was sufficient for homologation of the Porsche 911 GT2. ❤️ . The Carrera GT, on the other hand, is a super sports car from Porsche, which was manufactured in Leipzig. The engine was originally intended to compete in the Le Mans 24 Hours of Le Mans in a Le Mans prototype developed by Porsche almost ready for action. However, the start of the sports prototype was rejected and instead its engine and chassis and some technical components were transferred to the Carrera GT. Neither the engine nor the developed Le Mans Prototype have been used in a racing series so far. 😎 . Atypical for a Porsche, the Carrera GT is powered by a 5.7 litre V10 high-rev engine, which is connected to the rear wheels via a win manual six-speed gearbox. The engine produces 612 ho at 8000 rpm and a maximum torque of 590 Nm. 😍 . #911LND #911LegendsNeverDie https://www.instagram.com/p/CB7_-WNgEjq/?igshid=cd28ltsdxfw9

[smoothshift]

Center Seat Porsche 993 Turbo via /r/cars

Center Seat Porsche 993 Turbo https://youtu.be/3fMo3mhtKJw

[jeffrey2garner]

History Guide: Porsche 911

The arrival of a new Porsche 911 is always major news in the automotive world, not least because it signifies the continuation of a car that first appeared in 1963. Common to all is an unconventional rear-engined layout, excellent performance, and admirable practicality for a thoroughbred sports car. In this article we are going to look back at the history of Porsche’s most famous model. To find out more about the very latest 911, don’t miss our story about riding in a prototype Porsche 992.

PRE-73 911 Launched in 1963, the Porsche 911 spent its first decade being powered by an air-cooled flat-six engine that was upgraded over time as the desire for more power took hold. The earliest 911s used a 2.0-litre engine, while in later models it swelled to 2.2, 2.4 and eventually 2.7 litres. At the same time the model range grew from the base 911 to include the E, T, and S, as well as the legendary 2.7 RS of 1973. Plenty of racing models were offered during this period, such as the ST and the fabled R, as was a partially open-roofed 911, badged Targa. Search for Porsche 911s for sale on CarGurus

G-K SERIES 911 (1973-1989) In late 1973 the 911 gained rubber impact bumpers to meet US low-speed impact regulations, marking the first major step in its design evolution. Engines included the 2.7 with electronic fuel injection, a 3.0-litre and latterly a 3.2. The G-Series cemented the Carrera name into the regular 911 lexicon (outside the RSs that used it before), while the Turbo, designated ‘930’, offered supercar levels of performance. During this period Porsche also released its first hypercar in the shape of the 959, which was a technological marvel complete with a pioneering four-wheel-drive system. Search for impact bumper Porsche 911s for sale on CarGurus

964 (1989-1993) The 964 was, according to Porsche, over 80 per cent new, yet still retained the proportions of the earliest 911s. There were big differences under the skin too, not least the introduction of a 959-inspired of four-wheel drive for the Carrera 4 model, which was sold alongside the rear-wheel-drive Carrera 2. Other additions to the range included another Turbo, a Targa and a Cabriolet, along with an RS that, with just under 260bhp, is now half as powerful as its modern day equivalent, the GT3 RS. Search for used 964-generation Porsche 911s for sale on CarGurus

993 (1993-1997) As the last of the air-cooled 911s, the 993 marked the end of an era. Porsche bowed out by adding technology such as multi-link rear suspension to improve the handling, while the now familiar model line-up was more accomplished – and more powerful – than ever before. Due to the way it combines a classic interior with distinctive styling, that air-cooled engine and modern driving manners, the 993 has become hugely popular with those after vintage 911 thrills mixed with day-to-day usability. Search for used 993-generation Porsche 911s for sale on CarGurus

996 (1998-2004) Arguably Porsche’s difficult ‘second album’, the 996 upset the air-cooled 911 purists with its switch to water-cooled engines, not to mention dramatic changes to the car’s interior and exterior styling. Controversial it might have been, but the 996 still set the template for the modern 911 as we know it, not to mention introduced us to the GT3 and its RS spin-off. A standard 996 Carrera is an incredibly enjoyable car to drive, and in second-generation form, with the neater headlights (as pictured above), it looks great, too. Search for used 996-generation Porsche 911s for sale on CarGurus

997 (2004-2010) The 997 replaced the 996’s unloved lines with those harking back to its 993 air-cooled relation. That instantly won it more fans, and the 997 is coveted by 911 enthusiasts as a result. Its enduring popularity isn’t just down to the looks. It is also, for example, the last 911 to use hydraulically assisted power steering, which allows for rich detail to flow through the wheel, while the rest of the drivetrain (engines ranged from 3.6 to 4.0 litres depending on model) is sublime. The 997 GT3 or GT3 RS with their screaming naturally aspirated engine and six-speed manual gearbox remains a high point in the 911’s rich history. Search for used 997-generation Porsche 911s for sale on CarGurus

991 (2010-present) The 911 is the outgoing 911, and a larger, more adept all-rounder than its predecessors, with sports and GT car genes mixing and – controversially at first – electronically assisted power steering. In launch form it had a naturally aspirated 3.8-litre flat-six, though a turbocharged 3.0-litre replaced that in its second-generation form as Porsche sought to reduce emissions. More than ever before, the 991 represents the 911 as a consummate all-rounder, with a breadth of ability that is is as staggering as the choice of models. For a highlight, don’t miss the outrageous 691bhp GT2 RS. Search for used 991-generation Porsche 911s for sale on CarGurus

992 (2019 and beyond) The very latest version of the 911, known as the 992, made its world debut at the 2018 LA Auto Show. The most advanced 911 to date, the 992 will feature technology such as lane keeping assist while still, according to Porsche, performing the role of being a true driver’s car. it will also be the first generation of 911 to offer some kind of hybrid system, although Porsche is yet to confirm when this will appear. To find out more about the new 911, don’t miss our ride in one of Porsche’s prototype 992 test cars.

READ MORE ON THE CARGURUS BLOG

Porsche 992: Taking an Early Ride in the Next 911

2018 Suzuki Jimny Driven

Six Mid-Engined Masterpieces for MINI Money

In the market for a used car? CarGurus makes it easy to find great deals from top-rated dealers. CarGurus compares price, detailed vehicle data and dealer reviews to give each used car a deal rating from great to overpriced, and sorts the best deals first. Find out more and begin your used car search at��CarGurus

The content above is for informational purposes only and should be independently verified. Please see our Terms of Use for more details.

from The CarGurus Blog https://blog.cargurus.com/2018/12/06/history-guide-porsche-911 via Car Gurus from Blogger http://jeffrey2garner.blogspot.com/2018/12/history-guide-porsche-911.html via IFTTT

[rufautomobileuk]

Stunning RUF Turbo R conversion in Norway 🇳🇴 - we do like our Norwegian greens at RUF 😋 | image credit @eriknordby1 | #ruf #turbo #turbor #porsche #911 #993 #green #norway #rufautomobile #rufsince1939 (at Norway)

[visualvocabulary33]

[moderncrafter]

March 2021 CC Pack Preview - Subscribe to my “Showcase CC” or “Sims Coast Customs” Patreon tiers today to receive all this cc!!

Hi everyone, this months cars are racing cars. In other months I have done a mix of expensive and cheaper cars, but this time I wanted to post some of my favourite cars you would see racing down the highway. The Honda Civic Type R and Toyota 86 are my favourites.

Cars

2017 Honda Civic Type R

1993 McLaren F1 XP5

2012 Maserati GranTurismo Sport

2018 Porsche 993 911 Turbo ‘Project Gold’

2018 Dodge Challenger SRT Demon

1994 Ferrari F355

2019 Ford Mustang GT

2017 Toyota 86

2016 Alfa Romeo Giulia Quadrifoglio

Recolours

Live to Work Desk

Snog The Loveseat

Double Futon V2

Bowler's Hidey Hole

Lost in Transit

SLAB Farmhouse Table

Lovely Armchair

Das Mesh

Mid-millenium Modern Coffee

[perksofwifi]

Take a Look Back at 20 Years of the Porsche 911 GT3

Usually we see anniversaries coming from a mile away, but the 20th anniversary of Porsche’s venerable 911 GT3 blindsided us; let’s chalk it up to “time flies when you’re having fun.” Yes, two decades have passed since the legendary “GT3” badge first graced the sloping rear hatch of the 1999 911; to celebrate what is arguably the purest ongoing translation of motorsports tech into a road car, we’ve compiled the GT3’s history, generation-over-generation, for your perusal.

Before the GT3

Surprise, surprise—the 911 GT3 was far from Stuttgart’s first stripped-out, hunkered-down, motorsports-inspired 911. In some respects you can trace the GT3’s lineage back more than 50 years to the 1967 Porsche 911 R, an actual, real-deal competition-spec 911 that was more track-ready than street legal. Of course, a lot happened in the 32 years between the first 911 R and the 1999 GT3, so as sacrilegious as it may seem, let’s fast forward over rennsport legends like the 1973 Carrera RS 2.7, Carrera Clubsport, and 964 Carrera RS for the sake of (relative) brevity.

Let’s start in 1995, when Porsche launched the 993-generation Carrera RS, the final RS-ified 911 before the first 996 GT3. Like RSs of yore, Porsche created the 993 Carrera RS primarily for homologation purposes; in this case homologating the 3.8-liter Carrera RSR for the BPR GT3 and GT4 series. In contrast to the refined and street-ready 996 GT3, the 993 Carrera RS is punishing, more akin to a modern GT3 RS than the regular base-level GT3.

A solid 296 horsepower and 262 lb-ft of torque come from a competition-ready 3.8-liter naturally aspirated air-cooled flat-six. Aside from the extra 0.2-liter of displacement, the 3.8-liter features upgraded forged pistons, dual oil coolers, lightweight rocker arms, magnesium intake plenum, upgraded injectors, and a single mass flywheel compared to the regular Carrera’s 3.6-liter.

Everything under the skin is reworked. A front brace was added, along with ball-joint damper mounts, adjustable front and rear anti-roll bars, a lower and stiffer suspension setup, a limited-slip differential, and brakes from the 993 Turbo.

All tinsel, trim, and non-essential items are ripped out, including central locking, power-adjustable seats, power windows, sound system, sound insulation, airbags, rear window defroster, and headliner. What couldn’t be taken out was replaced with something better, including thinner window glass, sport seats, thinner door panels, an aluminum front hood, and aluminum front doors. After this crash diet, the Carrera RS weighed just 2,821 pounds.

If you’re U.S.-based and have never seen one in person, we’re not surprised. Porsche made just more than 1,000 993 Carrera RSs between 1995 and 1996, and none of those ever made it to our shores—at least not until hungry Porsche collectors imported a handful of them over the years.

2000-2003 Porsche 996.1 GT3: The Ur-GT3

Those are quite the lightweight, high-revving shoes to fill. In retrospect, while the all-new 996.1 GT3 was seen as the next-step in the evolution of the Carrera RS timeline, its ethos was markedly different. Instead of being a homologation special, the GT3 arrived as a fully baked driver’s 911, incorporating lessons learned from motorsports but not allowing the track-only side to dominate the experience.

A continuing theme for the GT3 through to today’s 991.2 model, the car’s engine proved to be the standout feature. The 996 GT3’s 3.6-liter Mezger flat-six is a watered-down variant of the flat-six found in the incredible 911 GT1 Le Mans racer, though the changes did little to muffle the eager and punchy character. It delivers 360 hp and 273 lb-ft of torque, thanks to a nitride-hardened crankshaft, titanium con-rods, and lightweight pistons. Keep your foot in it and you won’t hit redline until 7,800 rpm.

A six-speed manual transmission originally developed for the 993 GT2 provides the power transfer to the rear wheels and limited-slip differential, which is handy considering the gearbox features quick-swap gear ratios to tailor your GT3 for a particular track. The suspension is noticeably stiffer and lower than a regular Carrera, incorporating a reinforced chassis, adjustable coilovers, uprated front wheel bearings, beefier rod ends, and adjustable antiroll bars. Brakes are bigger, and a distinctive “taco” rear wing works with a new front fascia and side skirts for reduced drag and additional downforce.

Porsche kept a lot of the usual parts on the shelf, too. Rear seats, spare tire, sound deadening, air conditioning, and sound system were all left behind on the factory floor; a 2,976-pound curb weight was increased by 66-pounds of additional reinforcement on the brakes, suspension, transmission, and body.

The result of all of this hard work was a Nurburgring lap time of less than eight minutes, a 0-60-mph sprint in the low four-second range, and a top speed of 187 mph. Not bad for the first swing, but the first GT3 unfortunately never made it to the States.

2004-2005 Porsche 996.2 GT3

It wasn’t until 2004 when America got its first taste of the GT3 magic. Updated and refreshed for the 2004 model year, it arrived with more of some stuff and less of others. Power increased to 381 hp and 285 lb-ft via longer titanium connecting rods, lighter pistons, and an upgraded VarioCam system, dropping the 0-60-mph time to 4.3 seconds and raising top speed to 190 mph.

The front fascia was redesigned, as was the rear wing and the wheels. Speaking of wheels, despite wider tires front and rear, the new wheelset reduces weight by a hefty 2.2 pounds. Brakes are larger and perform better with six-piston calipers, and ceramic discs sourced from the 996 GT2 were an option for the first time.

2003-2005 Porsche 996 GT3 RS—The Purist’s Dream

Late one night, over drinks and steaks in Monterey, California, a higher-up at the Porsche Museum told us the 996.1 GT3 is as close to a modern Carrera RS 2.7 as there ever has been. That’s about as high of praise we’ve ever heard for any 996, and he should know, because he owns a Carrera RS 2.7. If the first GT3 was one of the all-time-greats (and perhaps all-time-underappreciated to boot), what does that make the subsequent 996 GT3 RS?

Mechanically, it’s almost the same as the regular 996.2 GT3, aside from reshaped intake and exhaust ports. Power is the same 381 hp, but the figure is considered conservative; in reality, the 3.6-liter puts out closer to 400 hp. Everything else is stripped, upgraded, or fettled with in some way, starting with progressive and stiffer damping, wheel carriers, adjustable front and rear control arms, and a much larger fixed rear wing. In keeping with the RS moniker, some of the body panels are even lighter than the regular GT3, including polycarbonate rear windows, a carbon-fiber front hood, and carbon fiber-rear wing—changes that shed an impressive 110 pounds versus the regular car.

2007-2009 Porsche 997.1 GT3

Next came the 997.1 GT3, and by now, Porsche had established the GT3 family as an integral part of the 911 mythos. The first 997-generation GT3 is essentially a translation of what made both 996 iterations so great: more power, more downforce, less weight, more grip. Considering the 997-generation 911 is an evolution of the 996, it’s no surprise much of the 996 GT3’s hardware carries over, including that excellent 3.6-liter Mezger flat-six.

Power is up to 409 hp and 298 lb-ft, as is the redline—now topping out at a screamin’ 8,400 rpm. Performance is predictably incremental, with 0-60 mph taking 4.1 seconds, and a top speed of 193 mph. Shifter throws are 15-percent shorter on the same six-speed manual transmission. With a new front end and reworked rear wing, this is the first GT3 to have no noticeable aerodynamic lift.

Things became a little more technologically advanced at this point. This is the first GT3 fitted with Porsche Active Suspension Management (PASM), along with a “Sport” button. Finally, there is the requisite bigger wheels, bigger brakes, and an electronically controlled exhaust.

2008-2009 Porsche 997.1 GT3 RS

Here’s the first GT3 RS to officially make it to U.S. shores. Again, take the same formula of the 996 GT3 RS and superimpose it onto the 997-generation. Weight drops 44 pounds over the non-RS, thanks primarily to a carbon rear wing and polycarbonate windscreen. It’s also a bit wider thanks to the shared Carrera 4S shell, and features colors and graphics exclusive to the RS.

  2010-2011 Porsche 997.2 GT3

We’ve heard some well-respected Porsche collectors mention offhandedly that the 997.2 GT3 is where it all becomes a bit, well, dreamy. For some, the refreshed 997 GT3 is “it,” the best all-’rounder GT3 in both performance and driving experience.

Now, the engine is punched-up to 3.8-liters, boosting power to 435 hp and 317 lb-ft of torque. Changes go far beyond the displacement increase, of course. There’s reworked oil pumps, forged pistons, titanium connecting rods, hollow camshafts, and lightweight valves, returning a redline of 8,250 rpm. In the name of weight savings, even the a/c compressor and flywheel are shaved and starved.

Our favorite part? Each 997.2 GT3 comes with a set of near-perfect center lock wheels, complementing the overall aesthetic facelift. Just like previous GT3s, most of the changes occur under the skin. This is the first time stability control was integrated with traction control, and the first GT3 with an optional front-axle lift system. For major spec-sheet dorks, optional dynamic engine mounts made their first debut.

The sum of all these changes is also incremental, but impressive. Zero-60 mph is 4.0-seconds flat, on its way to a top speed of 194 mph. The ’Ring time dropped to a then-blistering 7 minutes, 40 seconds.

2010-2012 Porsche 911 GT3 RS

This was the tipping point. It was around this time when new GT products and low-production 911s began to significantly appreciate in value right from the dealership floor. It wasn’t nearly with the same voracity as it is today, but Stuttgart began to struggle with demand, capping some unit runs like the 997.2 GT2 RS, Sport Classic, and Speedster. The GT2 sold far faster than the latter two, but when the 997.2 GT3 RS was still in dealers, Porsche fever began to ramp up in full swing.

Looking over the changes of the 997.2 GT3 RS compared to the 997.1, it’s not hard to see why. With a boost in compression, output from the 3.8-liter jumps an extra 15 hp to 450 hp and 317 lb-ft of torque. Power is augmented by shorter ratios and shift throws in the six-speed manual gearbox, returning a tested 0-60 time of 3.8 seconds and a top speed of 193 mph. Fifty pounds are shed from the regular 997.2 GT3, thanks to a new lightweight lithium-ion battery and titanium for both the muffler and exhaust tips.

Now, it’s wider in the front and rear tracks by 1.7 and 1.0 inches, respectively. The suspension receives an RS-specific tune, and the tires are upgraded to mega-sticky Michelin Pilot Sport Cups. Those optional, trick active engine mounts from the regular GT3 are now standard.

2011-2012 Porsche 911 997.2 GT3 RS 4.0

Before the 991.1 911 R came along, this RS 4.0 was arguably the most desirable water-cooled 911 ever built. It holds the distinction as the first special-edition from the GT family, followed soon after by the 997.2 GT2 RS.

Don’t let the name fool you; this is a whole lot more than just an extra 0.2-liter of displacement. According to Porsche, the 4.0-liter holds some rather gnarly internals plucked from the contemporary 911 RSR race car, including forged pistons, and titanium connecting rods and crankshaft. Power is up an impressive 50 hp to a total of 500 and 339 lb-ft of torque, allowing for a 3.8-second 0-60 launch and 193 mph. These numbers appear identical to the 3.8-liter GT3 RS, but if the contemporary reviews are to be believed, the experience between the two couldn’t be more different.

Both the front fenders and trunk lid are made from carbon fiber, as are the hardcore bucket seats. These changes, along with lightweight carpets (yes, really) add up to a 2,998-pound curb weight. Porsche made only 600 of these cars, sparking present values to hover around the $500,000 mark.

2014-2016 Porsche 991.1 GT3

Interest for the outgoing 997.2 GT3 and GT3 RS was strong, but the debut of the 991.1 GT3 in 2013 sparked a 997.2 buying frenzy the likes of which we haven’t seen since the 991.1 911 R. It was quite the controversial car for Porsche. Aside from dropping the long-lived and much-beloved Mezger engine, the 991.1 GT3 ditched the manual in favor of Porsche’s dual-clutch PDK automatic transmission.

Whether you chalk it up to casting a wider net for a larger demographic or simply chasing the lowest lap-times, the PDK transformed the 991.1 GT3 into an undeniably faster dual-purpose road/track weapon than ever before. The 3.8-liter naturally aspirated flat-six is based on the 991.1 Carrera S powerplant, though it shares few parts. There’s reworked camshafts, titanium connecting rods, and forged pistons bespoke to the GT3, changes that allow for a 9,000-rpm redline. Its 475 hp and 324 lb-ft of torque are sent to the rear wheels through an active rear differential, working parallel with active torque vectoring and rear-wheel-steering.

It’s bigger, wider, and heavier than the 997, but it’s significantly quicker. Zero-60 mph takes a claimed 3.5-seconds, and tops out at 195 mph. With all this techno-wizardry working behind the scenes, the ’Ring time drops to 7 minutes, 25 seconds.

2016-2017 Porsche 991.1 GT3 RS

You should know what to expect by this point. The RS is lighter, faster, sharper, harsher, and wing-ier than the regular GT3, though there’s a bit of a curveball with this 991.1 GT3 RS. For the first time, there’s a displacement differential between the base and the RS, the latter now up 0.2-liter to 4.0-liters. Power climbs roughly 25 hp to 500 hp and 338 lb-ft of torque, the same figures found on the beguiling 997.2 RS 4.0. Though they share displacement and power figures, these two engines are not related.

PDK remains the only transmission available, but performance is all the better for it. Zero-60 drops to a stunning 3.1 seconds, but top speed cuts two mph to 193 mph. Blame the big ’ol rear wing for the reduction in Vmax. The Nurburgring is dispatched in 7 minutes, 20-seconds.

Going forward, the 991.1 RS and future cars all have rear-wheel steering, active limited slip (for PDK), torque vectoring, and adaptive suspension. Carbon-ceramic stoppers are still optional, as is the front-axle lift system, lithium-ion battery, and necessary Sport Chrono package.

2016 Porsche 911 R

Alright, alright, this isn’t a “real” GT3. However, the body, chassis, powertrain, and large portions of the interior are straight from the GT3 family’s playbook. In some regards, the R can be seen as a heritage-inspired de-winged GT3 that sits between the GT3 and GT3 RS, utilizing the same 4.0-liter in the RS with carbon fiber-body panels and wider track.

The party piece is the return of the six-speed manual transmission. Up until this point, enthusiasts were unsure if the manual would ever make a comeback on a GT product, so secondhand values of the R were stratospheric. In the months following the 911 R’s production start, reports pegged some overenthusiastic collectors dropping close to $1 million on well-optioned Rs.

2018-2019 Porsche 991.2 911 GT3

Porsche underestimated demand for manual-transmission GT3s. So, for the refreshed 991.2 GT3, the stick is here to stay next to the optional PDK. Aside from a few minor visual changes, the standard engine is now the 4.0-liter from the 991.1 GT3 RS. Power remains 500 hp and 339 lb-ft of torque, with a redline pegged at a mighty 9,000 rpm.

Performance is stellar: stick with the manual, and 0-60 takes 3.8 seconds on your way to a 198 mph top speed. PDK drops that time to 3.2 seconds, and 197 mph. Manuals get the mechanical limited-slip, while PDK manages power through an active diff and the requisite torque vectoring.

Porsche wasn’t too happy about the 991 R speculators, so it launched a new Touring package with the 991.2 generation. Like the R, the Touring drops the rear wing and adds a nice leather interior, though the R’s carbon-fiber body panels and heritage touches don’t carry over.

2019 Porsche 991.2 911 GT3 RS

Finally, we end up at today’s GT3 RS. Cue the music: it’s lighter, faster, more powerful, etc. The same 4.0-liter is tuned up to 514 hp and 346 lb-ft, some 14 hp and 7 lb-ft more than the standard GT3. PDK is the only choice here, as track rats presumably favor fast lap times over the tactility of the manual. Performance clocks in at 3.0-seconds for the 0-60-mph run and 193 mph for the top speed.

For extra dieting, the front hood and fenders are carbon fiber, and the roof is magnesium. A good portion of the aero kit is pulled from the badder 991.2 GT2 RS, particularly the hood’s NACA ducts and large front spoiler. Aside from the usual RS-specific suspension modifications, there are new helper springs front and rear, working with upgraded ball joints.

The hardest of the hardcore spring for the $18,000 Weissach package that adds carbon-fiber front and rear antiroll bars, carbon-fiber roof, and carbon trim for the steering wheel and shift paddles, cutting a grand total of 13 pounds. Don’t stop there; make sure you pick up the $13,000 magnesium-wheel package. How else are you going to save those 25 pounds?

2019 Porsche 911 Speedster

Since we included the 991.1 911 R, we need to mention the new Speedster. Like the R, this isn’t really a GT3, but again—GT3 engine, GT3 transmission, GT3 suspension, GT3 front fascia…

Yes, the same 4.0-liter pushes out 502 hp and 346 lb-ft of torque, a slight bump up from the GT3 thanks primarily to individual throttle bodies from the GT3 R race car and a new titanium exhaust system. Like the R and the GT3 Touring, a manual transmission is the only option. Zero-60 mph takes 3.8 seconds, and hits the speed limiter at 192 mph.

Underneath the Carrera 4 Cabriolet body shell lies the GT3 chassis, though the Speedster sports unique suspension tuning. Its 3,230-pound curb weight is heavier than the GT3 by around 114 pounds, but lighter than the Carrera 4 Cab by a good 200 pounds. It’s certainly visually removed from the aforementioned Cabriolet, especially with a distinctive, traditional rear double-bubble “hump” where the rear seats would be, along with GT3-style front and rear fasciae and exhaust outlets.

Porsche says it will build only 1,948 Speedsters, and as is almost always the case with special Porsche variants, they’re all sold.

The post Take a Look Back at 20 Years of the Porsche 911 GT3 appeared first on MotorTrend.

https://www.motortrend.com/news/porshe-911-gt3-family-history/ visto antes em https://www.motortrend.com

[smoothshift]

Porsche 993 GT2 Hill Climb car with the absolute best turbo noise I’ve ever heard. Treat yourself. via /r/Autos

[jetcetter]

Verde RUF Turbo R via @rufsince1939 #ruf #rufturbor #porsche #911 #993 #luftgekuhlt #aircooled #jetcetter #jetsetter #supercar #car #rich #wealthy #rare #millionaire #billionaire #uae #dubai #uk #toronto #pml #la #nyc #potd

[airmanisr]

Ruf Turbo R-Limited (Porsche 911 (993)) by Laurent ERRERA Via Flickr: Geneva International Motor Show 2016 - GIMS 2016

[rufautomobileuk]

RUF Turbo R + Photoshop = some pretty wild colours | image credit @the993page | #ruf #turbor #turbo #porsche #911 #993 #photoshop

[porscheartdaily]

It don't get much better than the 993 RUF Turbo R | Cr: Jarek Jucha #cult911 #porscheartdaily #porsche #porsche911 #porsche993 #ruf #rufturbor #911turbo #porscheturbo #930turbo #modifiedporsche (at London Borough of Enfield)