While speeds may be lower once you step onto ice, the danger is still very much present for high-performance driving. Even with special tires, downforce, and a deft right foot, successful navigation on frozen surfaces is a constant balancing act.

That’s what makes stunts like these so treacherous. Accidently laying it down in front of a machine weighing in excess of 3,000 pounds might end in disaster if there isn’t enough grip to stop.

Despite this hazard, these three stunt pilots do a good job in a lead-follow through the iced-over landscape, with plenty of donuts, drifts, and tall, white roostertails. However, it would have been nice to see an actual race, so we could gauge the speed differences between these three machines. Obviously, the snowmobile is most in its element, but it’s hard to discount the power of the motorcycle. Given a straightaway, I wouldn’t be surprised to see the Triumph pull ahead.

Funny enough, in these conditions, the Porsche is left for dead. Even with a stripped-out interior, race-prepped handling package, and substantially greater power, the German powerhouse just can’t compete. In fact, in this company, it almost looks clumsy. Of course, an AWD model would have helped.

Next time, how about some orange cones and a start/finish line? You know, for science.

Click past the jump to read about the Porsche 911 GT3.

Porsche 911 GT3

2014 Porsche 911 GT3 Exterior AutoShow
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The 911 was original unleashed upon the world in 1963, but it took 36 years before the RWD GT3 was finally created in 1999. Expressing a hardcore, no-frills philosophy, this 911 was created for track domination and little else.

For the 2014 model year, Porsche made a few new exterior design modifications, but mostly focused on trimming the fat from the all-aluminum chassis. Down to just 3,152 pounds, the GT3 boasts a power-to-weight ratio of 6.6 pounds per horsepower. Sitting in the rear is a water-cooled, six-cylinder boxer engine producing 475 horsepower at 8,250 rpm and 324 pound-feet of torque at 6,250 rpm. The engine and PDK seven-speed, dual-clutch transmission are bolted together to create a singular drive unit, which enhances traction at the rear wheels.

For the first time, the 2014 GT3 was offered with active rear-wheel steering for crisper turn-in. The differential is electronically controlled, while the brakes are enhanced by the Porsche Stability Management system (PSM), six-piston aluminum calipers in the front, four-piston aluminum calipers in the back, and ceramic rotors. Covering these large stoppers are 20-inch, forged-alloy wheels with central locking.

When it comes to 911s, this is without a doubt one of its highest expressions, and as such, pricing doesn’t come cheap, with MSRP starting at $130,400.

Jonathan Lopez
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