When there is the official confirmation about 2018 Porsche 911 GT2 RS variant, the auto world has been waiting in anticipation. Most people don’t really know how the ride will be and whether the company will do a great job in creating a promising variant. This variant is claimed to deliver one of the best performance and outcome, and hopefully, it won’t disappoint at all.
With the release of 2018 Porsche 911 GT2 RS, it is expected that Porsche will deliver the ultimate sporty ride with the right performance and promising features. When compared to the GT3 (another line from 911 line), the GT2 RS is said to have a more satisfying outcome. After all, there are some of the greatest specs of the line, such as the twin turbo engine, the automatic dual clutch transmission, and also the top speed with super achievement will satisfy the owners. But with the 2018 Porsche 911 GT2 RS price reaching almost $300, it is only logical if the specs, features, and performance should be more than satisfying.
When we are talking about improvements and developments, we are talking about major work happening once in every five years. In between those 5 years, there aren’t much changes happening for the line and between those years. But then again, there are some greater updates to expect from this line. With the sporty ride designed for the better outcome, you definitely want to expect more from this variant.
What are the best features to expect from this 201 Porsche 911 GT2 RS line, after all? So far, this is the 911 factory built vehicle with the fastest speed. Despite the sporty design, the driving control is super responsive and nice. In fact, it is considered as one of the driver-friendly ride ever built. Of course, with such a tag price like this one, you want to have a ride that is easy to handle and maneuver.
For the downsides, some of the equipment isn’t very responsive or new. This is the type of ride that is more perfect for show instead of the daily use. If you think that this one would be perfect for daily use, this may not be the perfect option.
One of the promising features to like about this ride is the flat six twin turbo engine that is able to deliver 700 hp of power. When it is paired with the auto dual clutch seven speed transmission and rear wheel driving system, you can expect a satisfying and promising outcome with the greater performance. Thanks to the engine arrangement, the vehicle is able to reach 60 mph within 2.7 seconds – which is super impressive. With such greater speed, you will expect great brakes. And that’s exactly what you can expect from this line. Different from the GT3, though, this ride doesn’t come with manual transmission.
Whereas the other types of GT have been designed for more conservative use, especially for daily and more traditional use, the GT2 is designed for speed. It seems that 2018 Porsche 911 GT2 RS is going back to the original basic.
2017 Porsche Panamera 4 E-Hybrid Reviews – If you presumed it impossible right now for Porsche to build a 911 with four doors, four seats, lavish luxury, inspired sports car handling and scintillating performance via cutting edge technologies that runs on the sniff of an oily rag, you’d be correct. But the 2017 Porsche Panamera 4 E-Hybrid, due to arrive in Oz in Q3 this year, takes a big lunge towards daylight at the exit point to a noble, if seemingly improbable, split-personality pipe dream.
The 2017 Porsche Panamera 4 E-Hybrid is a Porsche designed primarily to appeal not to the chest-thumping, tarmac-tearing road warrior that lurks within most of us, but to your inner accountant, to whose presence we may less readily admit. The ‘4’ in the name denotes the number of driven wheels, while the ‘E’ means it can be plugged into your electricity supply.
We have, of course, been here before. The old Panamera was available not only as a hybrid but also as an e-hybrid and, contrary to instincts that asked why people didn’t just buy the cheaper, better diesel version instead, it actually sold reasonably well, accounting for 20% of British Panamera sales.
Applying the same logic, this one will do far better than that. It is, of course, quicker thanks to its brand new electrically boosted, Porsche-designed twin-turbo 2.9-litre V6, which provides 456bhp and a 516lb ft wall of torque at just 1100rpm. It knocks the 0-62mph time back from a brisk 5.5sec to a distinctly rapid 4.6sec. And yet, if official fuel economy figures are to be believed (which they most certainly are not), it will do more than 95mpg.
The 2017 Porsche Panamera 4 E-Hybrid will now cover 30 miles on electrical energy alone, versus the previous model’s 22, and it will do 87mph before feeling the need to summon up a little internal combustion assistance. The old car would do just 84mph. For that, thank 134bhp of pure electrical power under your foot, instead of just 95bhp.
So it’s better in almost every measurable way and, being a brand new car, I should think so too. Less easily predictable is the fall in price from £88,967 for the old Panamera E-Hybrid to £79,715 for the new. That makes it almost £9000 cheaper than the 22bhp less powerful Panamera 4S.
In electric-only mode, the E-Hybrid is absolutely lovely. Many owners will be able to commute in absolute, untroubled silence and, rightly, that will make this car very tempting. The problem comes when the internal combustion engine chimes in. Brand new and Porsche designed though it is, silken it is not, and its rather gruff voice strikes a stark contrast to the unsullied quiet offered when powered by electricity. It’s an engine that makes you want to upshift early and downshift late. Which, for any Porsche, is a shame.
Also, the E-Hybrid handles well, but only to a point. It clings on grimly enough in fast, steady-speed corners, but the steering lacks feel and when the grip does start to go, the car is not hugely responsive to remedial action. Blame a kerb weight fully 100kg greater than that of a long-wheelbase Mercedes-AMG S63 for that and, wait for it, 320kg more than that of a standard Panamera 4.
In truth, this Porsche is a cruiser, never better than when letting its standard air springs do their silken thing, as you sit in that sumptuous cabin, goggling at the ultra-high-definition graphics of the intrument and infotainment screens, as the world rushes silently by. In this preferred environment, it really is extraordinarily good, although it would be remiss of us not to lament the fact that the harder you drive it, the further from its comfort zone it becomes.
This is a difficult question to answer, and for two distinct reasons. First and perhaps more prosaically, the car that would be most illuminating by way of comparison does not yet exist. The V6 diesel version of the previous Panamera was by far the best selling but, in these days of top-down launches, it seems Porsche is in no hurry to replace it. The engine will come towards the end of the year, but until we see how it stacks up against the E-Hybrid, all the information many will require before making such a decision will not be available.
The other reason is because it depends so much on how the owner/driver intends to use it. This is not a car you can judge by traditional Porsche terms. Instead, it lives within a family of the most quiet and comfortable Porsches there has been, a car closer in execution to a pure luxury car. The E-Hybrid’s particular pitch is partly to provide its owner with a cloak of environmental responsibility but mainly to benefit his or her wallet. On face value alone, it’s a wildly better yet considerably cheaper car than the previous Panamera E-Hybrid. And once you’ve crunched all the numbers, worked out benefit-in-kind, what can be offset and the charges from which it exempts you, you may well conclude that for a person in your specific circumstances, such is the value it offers that no other could be considered. You might quickly conclude that, in such context, its dynamic limitations are really neither here nor there.
Ultimately, then, this is a Porsche to be chosen by head over heart. If that suits your precise purposes, proceed with our blessing. If not, hang around just a while until the range has fleshed out a bit further. We don’t know for sure, but when all the models have been released, it is hard indeed to imagine anyone save the aforementioned accountant considering this to be the best of the bunch.
Modernised design inside and out a great step forward; new-generation hybrid application a compelling blend of performance and efficiency; an enticing price point if you’re already shopping within the Panamera range.
Heavy weight hampers the 4 E-Hybrid’s sporting and performance potential; form over function design inhibits the new Panamera’s outright practicality; the braking system lets the team down in the driving experience
Price £79,715; Engine V6, 2894cc, twin-turbo, petrol, plus electric motor; Power 456bhp at 5250rpm; Torque 516lb ft at 1100rpm; 0-62mph 4.6sec; Top speed 173mph; Gearbox 8-spd dual-clutch automatic; Kerb weight 2170kg; Economy 88.5mpg (combined); CO2 56g/km, 11%; Rivals: BMW 640d M Sport Gran Coupe, Tesla Model S 75D
New 2017 Porsche 991.2 GTS Revealed – The Carrera GTS version of the old, naturally aspirated 991-type Porsche 911 was a bit of a sweet spot in the range: some the choicest bits of the options list fitted as standard, and a smattering of black-coloured exterior trim tweaks to let Carrera S owners know they’d been outspent.
Now it’s the updated, turbocharged 991.2’s turn to get a New 2017 Porsche 991.2 GTS version of its own, and it follows the same template.
In the tail there’s the same 3.0-litre twin-turbo flat-six introduced in the 991.2 Carrera S, but with a 30bhp power increase bringing the total to 444bhp. That’s around 20bhp more than the old naturally aspirated New 2017 Porsche 991.2 GTS.
New 2017 Porsche 991.2 GTS have maximum torque of 406lb ft is spread usefully broadly between 2150rpm and 5500rpm.
Electronically controlled ‘PASM’ (Porsche Active Suspension Management) shock absorbers, usually an option at extra cost, are fitted as standard in conjunction with a 10mm drop in ride height.
A package which includes various dynamic upgrades. Among them, there’s a nicer steering wheel, with a dial to select extra driving modes for the power steering, transmission (on PDK cars) and the aforementioned dampers. Pressing the centre of the dial selects ‘Sport Response mode’, programming the quickest possible reaction from the powertrain for around 20sec – a kind of temporary ‘boost’ button.
Also part of the Chrono pack are dynamic engine mounts (actuated by electromagnets to reduce vibration during normal driving but stiffen up when the car is being driven more aggressively), a launch control function in PDK cars, and a digital stopwatch on the dash to help check your sector times on the commute.
Smoked tail-lights, black tailpipes and 20in centre-lock alloys continue the now-traditional black styling theme for New 2017 Porsche 991.2 GTS models.
Both rwd and awd GTS models are available but, regardless of how many wheels are driven, all New 2017 Porsche 991.2 GTS variants get the wider-track body designed for the all-wheel-drive 991.
All three 911 bodystyles are available in GTS form, with a choice of either seven-speed manual or seven-speed dual-clutch PDK gearboxes across the range.
The manual 2wd Carrera GTS Coupe is – relatively speaking – the most affordable version, at £94,316 (and probably the pick of the bunch full stop). That’s around £8500 more than a regular Carrera S.
The Carrera 4 GTS Coupe jumps to a whisker under £100k, but it’s quickest off the mark, hitting 62mph in 3.6sec if specced with a PDK ’box. The manual coupe is fastest flat-out, at 194mph.
Interestingly, Porsche has priced the Carrera 4 Cabrio GTS and the Targa 4 GTS identically to the nearest pound, at £108,144.
The New 2017 Porsche 991.2 GTS is available to order now, and deliveries start in March.