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Can a Corvette really be compared to a 911 with options costing more than the Chevy?

In this latest video from Drive, Chris Harris asks straight away, "Can you still compare a base Corvette to a Porsche Carerra?" That's an particularly interesting question in this film, as the 911 in question is a 400-horsepower Carrera S model that's been fitted with $60,000 in options. Base price of a Corvette Stingray? $51,995. Harris' tester features an automatic and some other goodies that push it right up to that $60,000 range. So yes, the options on the Porsche cost as much as this entire 460-hp Chevrolet.
Harris stresses that this isn't a full review, but he does exercise both cars in a more composed manner before reverting to his traditionally exuberant driving style. The impressions are, as always, spot on, with Harris favoring the pointy nature and V8 power of the Stingray, while enjoying the gearbox (Porsche's exceptional PDK transmission) and just about everything else on the 911.
Take a look below for the latest video from Drive, and let us know if you agree with Mr. Harris' views on these two sports cars.

2017 Porsche 911 Turbo First Drive [w/video]

Remember when turbos were a big fat middle finger to the naturally aspirated status quo? The horsepower renaissance has seen the forced induction phenomenon go from badass add-on (Turbo 'Vette!) to battle cry for efficiency (Kia Optima Turbo). From econoboxes to high-end holdovers like Ferrari and Aston Martin, everybody's doing the turbo shuffle. But what does that mean for the gang from Stuttgart – and more importantly, the top-of-the-line 911 that has called itself Turbo since the mid-1970s? I spent a day in the 2017 Porsche 911 Turbo and Turbo S to find out. Now is a particularly fitting time to evaluate the latest iteration of the venerable Porsche 911 Turbo. Our scrutiny comes at a moment when standard-issue Boxsters, Caymans, and Carreras have finally adopted turbocharged platforms. The Turbo S has a top speed of 205 mph, marking the first time the model has crested the 200-mph barrier. Spoiler alert: Rather than radically transforming its long-evolved essence, the 2017 Porsche 911 Turbo has made incremental changes that makes it, well, more Turbo than ever. Horsepower for the Turbo and Turbo S climbs 20 each, to 540 and 580, respectively; 0-60 times drop to a scant 2.9 and 2.8 seconds, and these top dogs now have terminal velocities of 198 and 205 miles per hour, marking the first time the model has crested the 200-mph barrier. The forced-induction flagships have different engine hardware, another first for the lineup, with the S gaining larger turbo impellers and housings. A revised differential enhances the precision of power transfer, while the PDK dual-clutch transmission (the only gearbox available) gains a centrifugal pendulum for smoothness. The dynamic engine mounts now work harder for crisper response, and the variable damping rates have been extended at both ends for a wider range of settings. If you're a fan of hanging the tail out, you'll be pleased to know that a new Sport mode enables greater yaw angles. And if you dig indiscreet bursts of acceleration, there's now a Dynamic Boost function that preps the drivetrain for a little extra oomph by dropping down a gear and holding the throttle open to maintain turbo pressure, increasing torque from 487 to 523 pound-feet, and from 516 to 553 lb-ft in the S. Standard equipment now includes a Sport Chrono Package, camera-equipped parking sensor, and the Porsche Dynamic Light System. Engine flexibility is outstanding, allowing peak torque to start at only 2,250 rpm.

Vintage-ish Porsche 911 buying guide

Harry Metcalfe is always great at showing viewers the intricate details of the vehicles in his collection as part of the Harry's Garage series. This time he's helping out future buyers by explaining what to look for when purchasing a classic and slightly more modern Porsche 911. His examples for this lesson are two absolute beauties that are about to cross the block from Silverstone Auctions in the UK: a 1972 2.4 S and a 1991 964-chassis RS Clubsport. The '72 in creamy white here epitomizes the look of early 911s. The coupe is handsome, purposeful, and fairly compact by modern standards. According to Metcalfe, when looking at one, don't worry about a wobbly gearshift. Apparently, they're all like that, even ones as well cared for as this example. As with any used car purchase, he recommends trying to get as many service records as you can. It's just good to know as much about the vehicle's life as possible before throwing down any cash. Where the '72 911 shows the more gentlemanly side of the brand, the '91 RS Clubsport is Porsche proving the company's performance credentials. Metcalfe slightly dings the switch to an aftermarket air filter here, but overall it's hard to find a major fault. These cars were essentially road-going racers in this trim. The engineers in Zuffenhausen chopped out as much weight as possible and then fitted Recaro racing buckets and a roll cage. This thing was meant clock as many laps around the 'Ring as the driver could stand.