Porsche Cool Fast Cars

The Porsche 911 has had a long and illustrious history that dates all the way back to 1963. Basically becoming the posterchild for performance and what a true sports car should be, it has quite the cult following. One could even argue that it’s one of the most loved sports cars in the world. But, despite all of this love, there’s one generation that stands out as inferior, and that my friends is the 996 generation that was built between 1997 and 2004. Well, technically it stayed in production to some extent until 2006, but we’ll talk more about that later. So, was the 996 911 really such a bad car, and should you risk buying one today? It’s not as bad as you might think, although, there are some things you need to know about it.

Today’s sports cars and race cars are a lot more reliable than those of the previous decade. In part, this is due to advances in technology and assembly techniques, but carmakers are also more poised on torturing their cars before they finally release them on the market. Case in point: Porsche and the grueling reliability tests that the new 911 GT3 had to endure.

Porsche is known for continuously bringing race-bred technology into its road cars. The Stuttgart-based manufacturer that has been perfecting the rear-engine formula for over five decades now is also famous for its homologation specials, road-worthy counterparts built by Porsche to race thoroughbred competition machinery in production-based classes of sports car racing. 20 years ago, Porsche introduced the latest model that would spawn a myriad of racing versions: the Porsche 911 GT3, a track-oriented 911 that could be used as a daily driver (if you dared). It came at the same time as the not-for-the-purist 996 generation but, in spite of this, can you now imagine a world without the 911 GT3 in it?

Where were you in 1999 when Porsche unveiled the 996.1-generation Porsche 911 GT3? Well, you probably weren’t at the Geneva Auto Show where Porsche took the wraps of what was, in essence, the road-legal version of the newest Porsche 911 Cup car that would compete in the Porsche Carrera Cup Germany and later in the Porsche Supercup sharing the bill with the Formula 1 World Championship. The first 911 GT3 looked a bit tame but, as years rolled by, it evolved, growing bigger, more aggressive, and more insane and overshadowed with ease the 911 GT2, a model we originally thought it’d replace before Porsche decided to continue making GT2 models, somewhat as even more extreme versions of the 911. This is the story of the GT3, a model more famous than all of the track-focused 911s that have come before it, even the Carrera RS 2.7 of 1973.

With the new Porsche 911 GT3 out of the bag and the online configurator alive and kicking, Porsche is gearing up for customer orders. It will take some time before we know how many new GT3s Porsche managed to push or whether they were configured with a manual or the PDK dual-clutch gearbox.

However, if we look back at how many customers ordered their previous-gen 911 GT3 with a manual, it’s expected that the manual option on the 992 GTE will get the same attention.

Porsche has finally unveiled the new 911 GT3 and it’s packed with goodies from bumper to bumper, including lightweight materials, tweaked aerodynamics and a gem of a naturally aspirated engine.

California-based Singer is known for doing impressive restoration work to classic Porsche 911s, but what it’s revealed today essentially takes the company to an all-new level. The 964-gen 911 you see here isn’t a 911 Safari, not by any means. It’s actually what Singer calls “The ACS.” If you’re not familiar with the name, ACS stands for All-Terrain Competition Study, and as you can see, Singer has turned this 911 into an ultimate off-road rally weapon.

More than 70-percent of all Porsches ever built are still on the road and while that’s an impressive fact in it of itself, some are still gathering rust in an old barn somewhere as we speak.

This was the case of the very first Germany-delivered Porsche 911 S Targa, which somehow found its way to the U.S. in the late 1960s. There, the Neunelfer spent about 40 years abandoned in a garage before being born again through a full restoration carried out by Porsche Classic.

One of the many cars to stem from Ferdinand Piëch’s ambition of making Porsche profitable through racing achievements - aka race on Sunday, sell on Monday, the 911 Carrera RS 2.7 rose quickly to fame. Unlike the 911 R, which had a hard time making a name for itself with the public, the RS 2.7 was a hit.

Porsche’s partnership with LEGO isn’t exactly new and while so far it has involved the churning out of stunning brick-made cars under the Speed Champions and Technic monikers, the two brands just switched it up to a more laidback, slowed-down vibe.

Sure, you won’t see a real 911 RSR on public roads because race cars aren’t allowed there. But if you happen to know a skilled photographer like Tomek Makolski, then you’re in for a treat. One that’s not a mirage, by the way.

People have been raving about the Porsche Taycan ever since it debuted. Car journos and vloggers launched controlled it, drifted it, and drove it on the track, screaming in pleasure from behind the wheel.

Being a Porsche, the Taycan must deliver heavily on the performance front, which it does, regardless of trim and powertrain configuration. But what’s it like to live on a daily basis with Porsche’s first-ever EV? After all, excellent daily-driver traits are quintessential for Porsche, so how does the Taycan fare in this department?

Porsche is in full swing looking to revamp the entire Panamera lineup and as such, it just introduced three versions of the facelifted model - the Panamera Turbo S E-Hybrid, 4 E-Hybrid, and Panamera 4S. Obviously, the icing on the cake is the S E-Hybrid, which now packs even more power than before.

The 2021 Porsche 911 Turbo is a version of the 992-generation 911. Slotted under the range-topping Turbo S, the 2021 911 Turbo is the second-most powerful vehicle from the lineup. It shares its twin-turbo, 3.7-liter flat-six engine with the Turbo S, but output is down from 641 to 572 horsepower. Likewise, torque decreases from 590 to 553 pound-feet of torque. But the 2021 911 Turbo is notably more powerful than the 911 Carrera S, and it charges from 0 to 60 mph in less than three seconds. Let’s find out more about it in the review below.

It’s hard to find new angles of looking at the Porsche Carrera GT. The German raucous supercar - we are being polite and not calling it a widowmaker - has been reviewed and then reviewed some more.

Jason Cammisa, however, in a video for ISSIMI looks at the origins of the Carrera GT and how they turned it into a vicious car that’s always waiting to bite.

Porsche dropped a 4.0-liter naturally-aspirated mill inside the latest iteration of the 718 Cayman. That’s how the GT4 gets 414 horsepower at 7,600 rpm and 309 pound-feet of twist at 5,000. Oh, end the engine redlines at 8,100 rpm, which is more like something you’d see in a race car than in your run-of-the-mill daily driver. Except this is Porsche, and the 718 Cayman GT4 can do both - equally well.

With every new 911 generation, Porsche conveys pretty much the same message: that the current Neunelfer is the best it can be. The same applies to the 911 Turbo S range topper and to show we’re not just blowing meaningless words in the wind, here’s a video that stamps yet another seal of approval on the current Turbo S’ prowess.