🌀 Porsche 911 Turbo S Vs Gt3 Rs

Turbo Coupe. $197,200. Starting Price (MSRP) 9.1. Porsche 911 Turbo For Sale Porsche 911 Turbo Full Review Porsche 911 Turbo Trims Comparison. Change Vehicle. Compare to 911 Carrera S vs Turbo S. Which 911 model is right for you? Porsche 911 GT2 RS launched in India at Rs 3.88 crore. By Nikhil Puthran. 5 years ago. Porsche 911 GT3 ₹ 2.55 Crore. Avg. Ex Ідеальний супутник для гоночного треку. Завдяки низці особливостей дизайну й технічних деталей хронограф 911 GT3 RS ідеально поєднується з автомобілем, що надихнув на його створення But Porsche has quietly raised the GT3's price by nearly $24,000 to $185,850 since its 2022 launch, as that's what dealers were doing anyway. HIGHS: Screaming V-8, lap-time champ, superior ride Compare the 2023 Porsche 911, 2022 Porsche 911 and 2021 Porsche 911: car rankings, scores, prices, and specs. Model Year. A maximum of 3 cars can be compared at one time. Please remove a car to add a new one. Comparing 3 Cars. For engine performance, the 2018 Porsche 911 Turbo S’s base engine makes 580 horsepower, and the 2018 Porsche 911 GT3 base engine makes 500 horsepower. The Turbo S is rated to deliver an average of 21 miles per gallon, with a highway range of 430 miles. The GT3 is rated to deliver an average of 16 miles per gallon, with a highway range of 355 We put the 2020 Porsche 992 Turbo S up against the 991 GT2 RS in a drag race! Conditions weren't ideal which should favour the 992 Turbo S which has 4WD. Conditions weren't ideal which should It'll allegedly arrive in 2026, a little over half a century since the original rear-engined machine debuted. Based on the 911 Turbo with its flat-six 3.8-liter, twin-turbo engine, the GT2 RS is 2024 Porsche 911 GT3 / GT3 RS GT3 Coupe Features and Specs. Year * Select Style, Configuration, Engine Options * Porsche 911 GT3. Trim * 911 GT3 Coupe. Overview. 911 GT3 Coupe Package Includes. The Manual 2020 911 Carrera S Is the One to Get. 2021 Porsche 911 Turbo S: First Drive. The 992 is to the 991 as the 997 is to the 996—basically, a heavy update of the preceding generation The Audi rounds out the group with a 3.2-second 0-60 and an 11.4-second quarter-mile at 125 mph. Cammisa admits the base convertible version probably wasn't the best choice for this race, and Experience the difference between the 911 Turbo S and 911 GT3. 911 Turbo S. Top Speed. Acceleration. PDK AWD. 640hp max horsepower. 2.6s 0-60 mph. 205mph Top track speed. 911 GT3. ASuuSYK. If you don't consider yourself a Porschephile, the Porsche 911 model lineup can be maddeningly complex. The 992-generation 911 (which launched in 2019) consists of Carreras, Cabriolets, and Targas, S and 4S models, multiple versions of the 911 Turbo, and a 911 GT3—and there are more on the way. In the coming years, we're expecting the lineup to grow with the addition of the 911 GT3 Touring, 911 GT2, and 911 GTS, among others. But as of today, if you want the ultimate high-performance 911, you've got two options: the 911 Turbo S and the new 911 GT3. They share a penchant for going fast and setting blistering lap times but take wildly different approaches to doing so. Here's how the Porsche 911 Turbo S and Porsche 911 GT3 are similar and how they 911 Turbo S vs. 911 GT3: Curb AppealAlthough both the 911 Turbo S and 911 GT3 roll down the same production line, there are some clear visual differences that go beyond trim-exclusive wheels or colors. Up front, the 911 Turbo S looks a bit more like the 911 Carrera, thanks to a similar front air intake design (though the Turbo's is larger and features three sections) and a frunk design that harkens back to the classic 930-generation 911 (1975 to 1989). Hiding beneath the Turbo S' air intake is a retractable spoiler that deploys automatically above certain speeds or in Sport Plus mode. The 911 GT3's nose is a bit different. Its hood, made from carbon-fiber-reinforced plastic, features a distinctive snout that works with its unique front clip to increase downforce at high back, the 911 GT3 features a manually adjustable swan-neck rear wing plus a decklid spoiler, a functional rear diffuser, and twin center-exiting exhausts. The 911 Turbo S has an automatically deploying rear spoiler integrated into the decklid as well as twin air intakes on its rear quarter panels and a quad-tipped the 911 Turbo S is among the most luxurious and tech-forward members of the 911 line, with upscale materials, an electronic shifter, and four seats. The race-ready 911 GT3 loses the rear seats and gets thinner window glass to save weight, while features such as its mechanically operated shifter (which shares its knob with the manual version) and its specific center stack show its track 911 Turbo is also available in coupe or cabriolet form, whereas the GT3 is only sold as a GT3 vs. 911 Turbo S: Under the HoodThis is where the 911 GT3 and Turbo S really start to diverge. Although both share a rear-mounted flat-six engine, there are some major differences in the character of the 911 Turbo is powered by a twin-turbo flat-six that produces 572 hp and 553 lb-ft of torque in Turbo trim or 640 hp and 590 lb-ft of torque in Turbo S form. That power is sent through a PDK eight-speed dual-clutch automatic to a torque-vectoring all-wheel-drive system. The 911 Turbo S is currently the second-quickest car we've ever tested, accelerating from 0 to 60 mph in seconds. The 911 GT3 skews old school in its drivetrain setup. It's powered by a high-revving naturally aspirated flat-six that produces 502 hp and 346 lb-ft of torque. The exclusively rear-wheel-drive 911 GT3 gets a PDK seven-speed dual-clutch automatic to save weight versus the eight-speed unit in the Turbo S. A six-speed manual is available, as well. A PDK-equipped 911 GT3 we recently tested sprinted from 0-60 mph in just cars have four-wheel steering and massive brakes, but the 911 GT3 gets a unique, race-derived multilink front suspension and specific dampers designed to improve steering feel and turn-in Turbo S vs. 911 GT3: How Do They Drive?With the caveat that we haven't driven the two 911s back to back on the same road at the same time, both are unmistakably "Porsche" yet feel like entirely different 911 Turbo S—and there's no other way to put this—is stupid fast. With the Turbo S, Porsche has somehow created an internal combustion car that delivers its power with the ferocity and immediacy of an electric performance car like Tesla's Model S or Porsche's own Taycan. The 911 Turbo S launches so hard off the line that unsecured items will go flying backward in the cabin, and it feels as if you've somehow slowed the Earth's rotation as you rocket grip doesn't let up in bends, either. Thanks to its torque-vectoring all-wheel drive, four-wheel steering, and massive brakes, the Turbo S can be chucked hard into a corner and the driver can get on the power early, allowing the Porsche to claw its way out of the corner at speeds far faster than should be possible. The 911 Turbo S never quite feels challenged out on the road, leaving it up to you to focus and improve your driving to wring the most out of the contrast, if we had to use one word to describe the 911 GT3, it would be "emotional." Whereas the 911 Turbo S is sort of like a Westworld host—sentient but still somehow robotic—the GT3 is organic through and through. A 9,000-rpm redline (and a tach that reads to 10,000 rpm) will do that to naturally aspirated, and full of character, the 911 GT3's engine feels like the swan song for internal combustion. Unlike many high-revving, naturally aspirated engines, it makes a solid wave of power right off idle and holds it all the way to redline. And because the engine isn't breathing through turbos, it has a ferocious wail of a soundtrack with the sort of intrinsic quality usually reserved for big unique front axle and suspension also makes a big difference. The GT3's ride is firmer and a bit less forgiving, while its front end feels lighter and more agile—delivering its grip not through an extra driveshaft but purely through clever mechanical engineering. Put another way, if the 911 Turbo S claws its way through canyons, the 911 GT3 digs into corners like an ice skate biting into a Much Does Each 911 Cost?Usually, "less" car (as in fewer creature comforts in favor of more track performance) costs more in this space, but the 911 bucks that trend. Prices for the 911 GT3 start at $162,450—though it's quite easy to option one up well over $200,000. The 911 Turbo's base price is $175,650, with the more powerful Turbo S starting at $208,350 for 2022. The Turbos are available now; the GT3 will be released stateside this 2022 Porsche 911 GT3 2021 Porsche 911 Turbo S BASE PRICE $162,450 $204,850 PRICE AS TESTED $197,770 $224,780 VEHICLE LAYOUT Rear-engine, RWD, 2-pass, 2-door coupe Rear-engine, AWD, 4-pass, 2-door coupe ENGINE DOHC 24-valve flat-6 win-turbo DOHC 24-valve flat-6, alum block/heads TRANSMISSION 7-speed twin-clutch auto 8-speed twin-clutch auto CURB WEIGHT (F/R DIST) 3,213 lb (40/60%) 3,628 lb WHEELBASE in in LENGTH x WIDTH x HEIGHT x x in x x in 0-60 MPH sec sec QUARTER MILE sec @ mph sec @ mph BRAKING, 60-0 MPH 93 ft 97 ft LATERAL ACCELERATION g (avg) g (avg) MT FIGURE EIGHT sec @ g (avg) sec @ g (avg) EPA CITY/HWY/COMB FUEL ECON 15/20/17 (est) mpg 15/20/17 mpg ENERGY CONS, CITY/HWY 225/169 kWh/100 miles (est) 225/169 kWh/100 miles CO2 EMISSIONS, COMB lb/mile (est) lb/mile Na linii startu ustawiły się trzy Porsche 911 – Turbo S, GT2 RS oraz GT3. Sprawdź, jakie były różnice między nimi na odsłona Porsche 911 Turbo S korzysta z 3,7-litrowego, podwójnie turbodoładowanego silnika typu bokser, który rozwija 650 KM i 800 Nm. Jednostka napędowa współpracuje z 8-biegową skrzynią dwusprzęgłową PDK, a moc jest przekazywana na cztery koła. Dzięki takiej konfiguracji 911 Turbo S osiąga „setkę” w 2,7 s od startu i rozpędza się do 330 km/ Porsche 911 GT2 RS jest natomiast przedstawicielem poprzedniej generacji modelu. Napędza je wspomagany dwiema turbosprężarkami bokser o pojemności 3,8 litra, który wytwarza 700 KM i 750 Nm. Cała moc trafia wyłącznie na tylną oś, w czym pośredniczy 7-stopniowa przekładnia PDK. Przyspieszenie od 0 do 100 km/h trwa 2,8 s, a prędkość maksymalna wynosi 340 km/ z testowanych egzemplarzy to najnowsze wcielenie Porsche 911 GT3. Został on wyposażony w 4-litrową, wolnossącą jednostkę napędową, która dostarcza 510 KM i 470 Nm. Silnik jest połączony z 7-biegową dwusprzęgłową skrzynią PDK, a napęd trafia na tylne koła. Auto w takiej specyfikacji przyspiesza do „setki” w 3,4 s, a maksymalnie osiąga 318 km/ chcecie przekonać się, która „dziewięćset jedenastka” zameldowała się na mecie jako pierwsza, to zachęcamy do obejrzenia poniższego nagrania:Sprawdź aktualne ceny Porsche 911:Porsche 911 (2022) – opis wersji i cennik Two or three? I've been asked it many times; not children, though that's a debate Mrs Fortune and I have been having for a long time. Instead it relates to Porsche's current GT cars. The strength of feeling out there to one or the other is like the People's Front of Judea's scorn for the Judean People's Front - only the splitter here's an aero by naturally-aspirated or turbocharged Stuttgart flat sixes, they hail from the same GT department and were developed in parallel, that much is obvious. GT road car boss Andreas Preuninger even admitted on the quiet that perhaps they should have launched the 3 before the 2, but circumstances prevented they share so much is unsurprising; what does shock, though, is the extent to which they differ. We'll avoid the debate on lap times, as that's a whole different sport, and instead concentrate on how they feel on the road. I've driven both, but until now the opportunity to sample them back-to-back has proved elusive. That all changes today, on the sensational Scottish roads up near Ullapool, on the North Coast 500 route. The bridge in the pics is Kylesku. The roads around there as brilliant as the scenery, and about as far removed as any track as it gets - even the one where these RSs perform so in the GT3 RS first. Having been around the Isle of Man in this exact car only a few weeks earlier, it feels very familiar. In the middle of the Irish Sea it mesmerised; its abilities catapulted far beyond the already sensational heights of the Gen I GT3 RS, a car I genuinely couldn't conceive Porsche making any better when it launched. It is though. The changes to the Gen II GT3 RS might have initially logged in the 'meh' category on first reading the specification, but the car is less a minor evolutionary leap than it is an entire change of that end the GT3 RS has a lot to thank its GT2 RS relation for. It rides on suspension that, barring a slight adjustment to the set-up to account for the differing performance delivery and weights, is all but identical. That's ball-jointed throughout, save for one connection that links the rear-wheel steering system. The spring rates are up, the dampers and roll bars significantly wound back. The effect, on both cars is incredible poise, without any significant compromise in ride both can cope with the vagaries of UK tarmac is testament to the GT department's decision to take such a route. The resulting wheel and body control is tremendous, allowing each to better exploit their NA or turbocharged take on the obsessively honed flat-six engine, slung out the back behind the same 325/30 ZR21 tyres. The dimensions are the same, too, save for the 3's slightly lengthier shape (although there's only 8mm in it).Visually they're riotous, as befits their performance goals, both wearing the aero addenda that defines their track-refugee status, with NACA ducted bonnets, huge intakes to cool, vents to depressurise and evacuate spent air, and rumps adorned with wings so vast they'd surely take flight if they were inverted. As similar as they are, it's the differences that really hit home, the GT2 RS's more upright, plough-like front more pugnacious, likewise the rear's lower diffuser, with the massive exhausts situated in contrasting black bodywork, the GT2 RS, shouting, in Preuninger's own words: "I'm the alpha animal."That's as may be, but with the 2 RS ultimate downforce wasn't such a key development focus; Preuninger admitting that he wanted less drag to enable its ridiculous pace deep into three figures on the Autobahn. That's a subtly different proposition to the GT3 RS; its aero has always been all about downforce, albeit while still trying to minimise drag, which is the enemy to its racing less overt, relatively speaking, the exhausts inboard, situated among painted rather than contrasting bodywork, lacking the forceful visual pugilism that the 2 RS brings, and denied in UK form its most outrageous look (the Weissach pack being unavailable to British buyers). Either way, they both look incredible - unless you're in the Touring camp, of course. The chances are you know the figures, but in case you need reminding the GT3 RS produces 520hp from its naturally-aspirated flat-six. The GT2 RS loses 200cc of capacity for a flat-six, but adds a pair of variable vane turbochargers with a water-injection induction system, allowing it an almighty 700hp. And the performance? Take these as typically Porsche conservative; the 2 RS reaching 62mph in seconds, the 3 RS trailing it by seconds. The 3 trailing is true everywhere, 99mph arriving in seconds and 124mph in seconds as it runs to its 211mph maximum. In Germany, only, of course. The 3, meanwhile, takes seconds to reach 99mph, and after that we're left guessing, though it will reach 193mph. Plenty quick, particularly when the limit around here is the GT3 RS is absorbing enough even at legal speeds to deny me the pleasure of the sensational views. No, the richness here is in the drive, the detail, and the way the GT3 RS is able to engage and delight on the roads that meander like rivers around the topography, every turn and twist communicated with such clarity, dealt with with such precision as to wonder why you'd ever want anything chassis might have been the key in defining the evolutionary leap with this GT3 RS over the Gen I car, but the engine changes are no mere support act. To experience the 9,000rpm redline, and specifically the enthusiasm with which the engine responds all the way to it, should be on every PHer's bucket list. Add a transmission that's so fast as to feel like it's hard-wired to your synapses and the combination of the three, in conjunction with the incredible brakes, creates about as absorbing and immersive a driving experience as you could ever wish GT3 RS's talent seam is so deep, yet even when you're just scratching at the surface it engages, every input rewarded with immediate response, underpinned with detailed control to the end benefit of speed. The GT2 RS, as with its looks, is more overt in its delivery. That's hardly surprising given the more forceful nature of its engine, the way it hauls from low revs has to be experienced to be believed. That it still loves revs, thrives on them even, is wonderful, the 2 RS's powerplant representing a revolution in turbocharged engines which takes all of the advantages forced induction brings, yet leaves any compromises on a shelf marked 'history' back in difficult not to be seduced by the GT2 RS's massive urge, yet the old adage that power corrupts just isn't applicable. The chassis is more than a measure for the incredible forces that the engine creates. That we've reached a point where an arse-engined, RWD, 700hp turbocharged Porsche can genuinely be described as exploitable underlines just how far we've come. Less widowmaker these days, then, and more mistress - you'd spend less and less time at home if you had one of these...Here, on these roads, its ability to shorten journey times is other-worldly, arriving at the next corner seemingly before you've exited the last one. It's that fast, for which you can read, that capable. There's the same incredible poise, the chassis acting as an enabler to the phenomenal engine; ably assisted by the brakes' unerring stopping power and the PDK transmission's ability to fire up and down its seven ratios with is surprising over the same roads is how different they feel. Yes, the anticipation is of nuances, but had you described this experience I'd have dismissed it. The GT2 RS feels bigger, physically, a manifestation of its greater performance potential, even if the reality is that they occupy the same amount of tarmac. It's not a blunt tool by any measure, but the rear axle's dominance is apparent, the steering marginally less eager to turn in than on the GT3 the GT2 RS delivers more of its performance earlier, the GT3 RS needs teasing to produce its best. There's a greater input to reward ratio with the 3, simply because you have to work it that little bit harder to deliver. That the reward is a 9,000rpm redline is enticing enough, the sound emanating from it as it reaches those heights being of the goosebump-inducing variety. The GT2 RS's mightier, deeper notes are sensational, but lack the finer delicacy of the 3's are incredible, intoxicating cars, and for me to say one is better than the other is nigh on impossible, if not arguably moot given many buyers will simply have both. But I'll stick my head out there, disagreeing with the man responsible for building them himself, and say if I had to pick one it would be the GT3 RS. To many, that'll be wrong, to others right. I don't really care, as both factions have enormous merit. What is indisputable, however, is that both camps having such outrageously talented, exploitable and engaging offerings available to them is surely no bad thing. SPECIFICATION - PORSCHE 911 GT3 RSEngine: 3,996cc flat-six, petrolTransmission: 7-speed PDK, rear-wheel drivePower (hp): 520@8,250rpmTorque (lb ft): 347@6,000rpm0-62mph: speed: 194mphWeight: 1,430kg (DIN)MPG: 291g/kmPrice: £141,346SPECIFICATION - PORSCHE 911 GT2 RSEngine: 3,800cc twin-turbocharged flat-sixTransmission: 7-speed PDK, rear-wheel drivePower (hp): 700@7,000rpmTorque (lb ft): 553@2,500-4,500rpm0-62mph: speed: 211mphWeight: 1,470kg (DIN)MPG: 24CO2: 269g/kmPrice: £207,506 (plus £21,042 for Weissach package) Auto PORSCHE Porsche 911: Turbo S, GT3 e GT2 RS a confronto [VIDEO]Soltanto una ha la trazione integrale di Alessio Salome27 Dicembre, 2021 Porsche Mat Watson del noto canale YouTube Carwow ha recentemente messo a confronto tre Porsche che dimostrano come la potenza è nulla senza il controllo. In particolare, sono state confrontate una Porsche 911 Turbo S, una 911 GT3 della generazione 992 e una 911 GT2 RS della generazione 991. Nonostante quest’ultima sia quella più vecchia, riesce a sfruttare meglio la potenza proveniente dal motore a sei cilindri piatto biturbo da litri che riesce a sviluppare 700 CV e 750 Nm di coppia massima. Tuttavia, questi numeri vengono scaricati soltanto sulle ruote posteriori. Passando alla 911 GT3, viene fornita con un motore aspirato da 4 litri che produce 510 CV e 470 Nm. Anche in questo caso è disponibile solo la trazione posteriore e inoltre è la meno potente del trio. Infine, abbiamo la 911 Turbo S che vanta un motore biturbo da litri che genera 650 CV e 800 Nm. In questo caso, però, c’è la trazione integrale. Pur essendo la seconda auto più potente fra le tre, è l’unica ad avere la trazione su tutte e quattro le ruote. Non vi anticipiamo nulla sul risultato finale. Vi basta cliccare sul tasto Play dell’anteprima del video presente ad inizio articolo per scoprirlo!  è stato selezionato dal nuovo servizio di Google News, se vuoi essere sempre aggiornato sulle nostre notizie Seguici qui Leggi altri articoli in Auto We’ve been blown away by the pace of the new Porsche 911 Turbo S, but how does it compare to its drop-top Cabriolet cousin? Oh, and we’ve chucked in a stripped-out GT3 wildcard for good measure… Tap the video to watch the race. There’s no denying that the new Porsche 911 Turbo S is carwow’s king of drag racing – watch it demolish a Ferrari 812 Superfast and Lamborghini Aventador SVJ if you don’t believe us. But, can you have even more fun with your top off? To find out, we’re pitting the new Turbo S against the Turbo S Cabriolet. These cars are almost identical on paper – both have twin-turbo flat-six engines pumping out 650hp and 800Nm of torque. But, the 1,710kg Cabriolet tips the scales at 70kg more than the coupe. It can’t match the hard-top’s slippery aerodynamic shape with its roof folded down, either, which could hold it back at high speeds. As an added bonus, we’ve thrown in a Porsche 911 GT3 for good measure. This hard-core track-day toy is a model, meaning it’s one generation older than the two Turbo cars, but it weighs in at just 1,430kg – that’s 210kg less than the new Turbo S Coupe. Sounds pretty promising so far, but the GT3 chalks up ‘only’ 500hp – 150hp less than the new Turbo S – and has to make do with rear- instead of four-wheel drive. The instant throttle response from its naturally aspirated engine could mean it has the edge in the rolling race, though. So, think you’ve decided which rear-engined racer will win our latest drag race? Watch the video to see if you’re right. Read our in-depth Porsche reviews or check out the latest carwow offers on the best sports cars on sale.

porsche 911 turbo s vs gt3 rs