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2013 Porsche 911 RSR makes official debut

Porsche is ready to go racing in 2013, showing off a new 911 RSR today that is scheduled to compete in several endurance events this year. Based on the current 991 911, the new RSR will compete in the 2013 season of the World Endurance Championship and the 24 Hours of Le Mans. It will not, however, make an appearance in a North American racing series this year.
The 2013 version of the racecar has increased in wheelbase by some four inches, features a new wishbone front suspension in place of the last-generation's McPherson strut setup and boasts a new, lightweight six-speed racing gearbox. The engine, meanwhile, is an "optimized" version of last year's car, a 460-horsepower 4.0-liter boxer six-cylinder. Extensive use of carbon fiber and polycarbonate windows help the RSR shed weight, and Porsche has also balanced the weight more evenly with a lower center of gravity.
Porsche has thoughtfully dedicated some space to celebrate the 911's 50th Anniversary, with the number 50 clearly visible in the top-down view of the RSR, as well as along the doors. Scroll down to read the full Porsche press release, below.

2016 Porsche 911 GT3 RS prowls into Geneva with biggest NA engine in the 911 range [w/video]

We've been waiting for the debut of this road-going and race-ready Porsche 911 GT3 RS for quite some time now. As is typical for high-profile sports machines, the new 911 has been foreshadowed with spy shots and information leaks aplenty, all pointing to this grand day at Geneva. Here she is. Just a glance at the duct-sliced bodywork and massive rear wing will tell you that this Porsche means business, but let's look at its bona fides. The heart of the matter, under that short rear deck, is the largest-displacement and most powerful naturally aspirated engine in the 911 family, with 500 horsepower and 338 pound-feet of torque developed by the 4.0-liter flat-six. That hoss of an engine is mated to a newly developed version of Porsche's PDK dual-clutch gearbox – with functions such as "paddle neutral" that effectively works like depressing the clutch on a standard manual, and a Pit Speed button for on the track. Working in concert, engine and trans allow the GT3 RS to sprint to 60 miles per hour in 3.1 seconds, hit a quarter mile in 11.2, and lap the Nurburgring Nordschleife in just seven minutes, 20 seconds. (That 'Ring time makes it the fastest current 911 around the benchmark course, and five seconds faster than the current 911 GT3 – so quick.) Weight has been saved via exotic materials; the car sports a magnesium roof and carbon fiber for the trunk and engine lids. Overall the RS is 22 pounds lighter than the GT3, but also boasts a lower center of gravity. As we said at the top, there's a wide, low and aggressive body kit on the GT3 RS, all engineered with racing performance in mind. That huge rear wing is balanced in the front by a deep chin spoiler, and the front wheel arches have been punctuated with vents that help to increase downforce on the front axle. The roll cage is the most obvious interior modification to let one know that this is a racing tool, but Porsche has also slathered the space in Alcantara and installed carbon-fiber bucket seats (based on those found in the 918 Spyder) to drive the point home. The cost of such racing glory will be steep at $175,900 plus a $995 destination charge, but not out of the scope of the current ask for the 911 range, when you consider that a Turbo S runs over $180k. Look for 911 GT3 RS deliveries to start in July of this year in the US, and for track days to be more competitive for the addition. Porsche 911 GT3 RS: the Ultimate 911 for High-Performance Drivers Atlanta.

How the 2016 Porsche 911 Carrera S falls short of perfection

We know Harry Metcalfe loves a good Porsche 911. After all, he's shown off his personal 1989 Porsche 911 Turbo and 993 GT2 replica in previous videos. However, he can't seem to muster so much passion for the forced induction engine in the 2016 911 Carrera S. The chassis impresses him, but in Metcalfe's latest clip, he explains why he's not a huge fan of the new powerplant. Before any actual driving, Metcalfe takes a thorough walk around the new car where he goes to the unusual trouble of using a magnet to show which parts are steel and which are aluminum. Remember, though, this is a 911. So, this latest refreshed model, just like all previous remodels, isn't all that aesthetically different from the previous version. So, Metcalfe's real focus here is on how it drives. He comes away with mixed impressions. Metcalfe loves the 2016 911's handling, especially the directness from the rear-wheel steering, but he isn't in love with the new engine. At least with the seven-speed manual, he complains of turbo lag below 3,000 rpm. He also misses the direct throttle response from the previous naturally aspirated unit and doesn't think the turbocharged mill's fuel economy is very impressive. Take a ride with Metcalfe to get the full experience and intriguing take about the biggest change in more than a decade for the iconic 911. If you can't get enough Porsche-flavored goodness, click here for our own First Drive report on the quintessential sportscar. Related Video: