Crown

FFaust:

Great vid. Watched the whole thing twice

 You and me both 

Porsche-Jeck:

Boxster Coupe GTS:

2010 Porsche 911 GT3 RS spotted in the wild...

 

 

Haha, very funny to see the guy "posing" on the Kö. Actually he's a Nordschleife regular  Will be interesting to ask him how he likes the car on the NoS compared to his 997 GT2 in which he did many many laps

 

Didn't he have a black CLK-DTM too? I feel I remember that licenseplate on that car....

Porsche 911 GT3: Sport Auto Supertest...

...with a 7m40s lap of the Nurburgring, it's no wonder Sport Auto awarded the GT3 a benchmark total score of 79/80!

2010-Porsche-911-GT3_Sport-Auto-Supertest

2010 Porsche 911 GT3 RS review...

Porsche's extreme, track-inspired GT3 has become even more extreme thanks to some fine fettling...

- Article by Mark Hales for the Telegraph -

(10 March 2010)

To the casual observer the latest RS version of Porsche’s 911 GT3 is the perfect excuse for cynicism, especially when anyone tries to attach value to the numbers.

The team that developed the car is the same one that created the last three, and such exclusive experience - not to mention continuity - has just created the most extreme RS version of the already extreme GT3 version of the latest 911.

They have designed new inlet and exhaust systems which allow the engine to push out 15bhp more, or three per cent, more than the GT3, the track is half an inch wider to accommodate half-inch wider wheels and wider, specially developed sticky tyres which don’t work below 10 degrees.

There are also a new nose and tail with that boy racer’s rear wing, looking for all the world if it has been borrowed from a real race car. Which, of course, it has.

That’s not to mention the weight reduction programme whose details read like an obsessive’s bible, eliminating a kilo here and a gram there and which shaves a mere 55lb from the standard GT3 - unless you opt for the lithium-ion battery, which saves another 22lb at a cost of £1,268. Maybe better not look at the scales when you’re next down the gym...

The rear window is plastic and doesn’t open, there’s no radio or aircon (unless you ask for it), no electric seats, no soundproofing, no door handles, no wheelbrace... And it costs £104,841, or an extra £19,277 over the “standard” GT3 but reaches a similar top speed because its lower gearing is more suited to racing use. You could ask what use is 192mph on a British A-road anyway.

There’s much more - enough to fill the 116-page hardback book which accompanies the car - but if you are shaking your head in disbelief at any of the aforementioned, you will not be one of the handful of dedicated souls collecting the keys for their new GT3 RS this year, and you will definitely not be heading to a racing circuit, where most will exercise it.

And if, as a working journalist, you were tempted to ask Herr Preuninger, the GT cars project manager, the point of any of the above, best not do that either. His sense of humour failure over a previously polite supper was spectacular.

The RS concept is something of a religion and Andreas Preuninger is a passionate convert, and has been for a decade.

Porsche has been involved in motorsport since its inception in 1948, and because motorsport regulations have always insisted that GT racers must be based on a production car, the lighter and better specified they can make it, the easier it is to turn a road-going car into a competitive racer. Only more recently, however, has RS become a road car brand.

In the early years, the RS badge made only sporadic appearances; the first time on the glorious lightweight 2.7-litre RS of 1973 - which is now worth nearly as much as the new one - then staying for a few years until the mid 1970s before largely disappearing until the last of the aircooled models came out in the 1990s.

Different times maybe, but soon “RS” was the differentiator for all the most extreme versions; in 2003 and the first watercooled 996-series 911 models, followed by a 997 version in 2006.

This year’s RS version of the 2009-model GT3 is the most focused yet and has promptly claimed the lap record for Porsche road models at the Nürburgring.

In the light of the above, and Porsche having carved the niche it has, it’s not surprising that this year’s allocation of less than 40 right-hand drive cars are all spoken for, but looking back, it is interesting to see the problem RS branding has given Porsche’s engineers in today’s marketplace.

The GT3 is already something of an ultimate in a very small market and as project manager Preuninger points out, any GT3 has always been as good as they can make it at the time. Making the engine substantially faster he says, is close to impossible, and he knows it is all too easy to make the suspension too stiff for the bumps of a public road.

It still won’t make sense to the casual observer, but if you research the amount of engineering necessary to set the RS apart from even the GT3, let alone the rest of the range, you can see why it costs more. Then you can marvel that Porsche as a company is still willing to let it happen. For the moment anyway...

The more surprising thing about this year’s RS is not so much its speed - which is the subject of no doubt whatsoever - but its civilised demeanour outside the Nürburgring.

The specially developed computer-controlled suspension allows the wheels some more movement before retraining the body, and an engine filled with expensive racer’s hardware will trickle through traffic without complaint.

And of course there’s the Carrera’s traditionally compact dimensions and quirkily rear-mounted engine which allow a good view over the nose in city traffic.

The new RS is easier to turn into a race car, and it is the fastest ever of its ilk, but it is far more comfortable than the models it has succeeded.

All of which begs the question, how will they make the next one even better? I’ll be careful how I ask the question...

THE FACTS

2010 Porsche 911 GT3 RS

Price / availability: £104,871 / on sale now

Tested: Porsche GT3 RS, with rear-mounted, horizontally-opposed, all-aluminium alloy 3,797cc six, with double overhead camshafts, constantly variable timing and four valves per cylinder. Six-speed gearbox in rear mounted transaxle, rear-wheel drive.

Power/torque: 450bhp @ 7,900rpm / 317lb ft @ 6,750rpm.

Top speed: 192mph

Acceleration 0-62mph: in 4.0sec

C02 emissions: 314g/km

On the stereo: Nothing

Verdict: Utterly focused, ultimate refinement of the original rear-engine concept. Blisteringly fast, yet surprisingly civilised – nearly the best of both worlds.

2010-Porsche-911-GT3-RS_First-Drive_Mark-Hales

PS: In case you haven't heard of Mark Hales...

About-Mark-Hales / Mark-Hales-Masterclass

Porker:

Porsche-Jeck:

Boxster Coupe GTS:

2010 Porsche 911 GT3 RS spotted in the wild...

 

 

Haha, very funny to see the guy "posing" on the Kö. Actually he's a Nordschleife regular  Will be interesting to ask him how he likes the car on the NoS compared to his 997 GT2 in which he did many many laps

 

Didn't he have a black CLK-DTM too? I feel I remember that licenseplate on that car....

 Yes, Porker - you're a keen observer

public roads: Porsche 987 S Seal/Cocoa, toll road  : Porsche 997 GT3 Arctic/Black

Same car 

Thanks Andrea! 

That's an interesting view of the GT3 RS wider wheel arches...

Boxster Coupe GTS:

Thanks Andrea! 

That's an interesting view of the GT3 RS wider wheel arches...

 

This must be a dream come true for Chris

Chris Harris to race with Walter Rohrl in a GT3 RS at the Nurburgring 24 hours

Evo’s Chris Harris will be racing at the 2010 Nurburgring 24 hours in May. Not only that, he’ll be doing it alongside Walter Rohrl in Porsche’s new 911 GT3 RS supercar.

www.evo.co.uk/news/evonews/249448/evo_at_the_ring_24_hours.html

--

10 PRINT "997.2 Carrera S rules"

20 GOTO 10

30 RUN

andrea:

Boxster Coupe GTS:

Thanks Andrea! 

That's an interesting view of the GT3 RS wider wheel arches...

 

 Nice haunches, indeed! ... just wondered how it would look in red, with black trim...

A short clip of the GT3 RS drift, assuming it was driven by the same test driver. 

www.youtube.com/watch

2010 Porsche 911 GT3 RS at Porsche Experience Centre, Silverstone...

...with GT3 RS now available in glorious High-Definition!

Sport-Auto have been testing the 2010 Porsche 911 GT3 RS...

Boxster Coupe GTS:

Sport-Auto have been testing the 2010 Porsche 911 GT3 RS...

 

 Looks like SportAuto adjusted the rear wing quite a bit for their HHR test...

Francois Delecour gives Chris Harris a ride to remember in the Porsche 911 GT3 RS... (YouTube version)

Rally legend Francois Delecour gives evo's Chris Harris a ride he will never forget in the new Porsche 911 GT3 RS on France's splendid Route Napoleon...

Porsche-911-GT3-RS_Chris-Harris_Francois-Delecour_Evo-YouTube-video

Chris-Harris_Twitter-link

2010 Ferrari 458 Italia vs 2010 Porsche 911 GT3 RS by Chris Harris...

NB: Rennteam videos cross-posted from F458 Italia discussion...

...thanks again to Chris Harris from evo magazine!!!

Fantastic - thanks for posting

 
RT Moderator - 997.1 Carrera S GT Silver/Cocoa, -20mm/LSD, PSE, short shifter, SportDesign rims, Zuffenhausen collection

great video... thanks for sharing!

2010 Porsche 911 GT3 RS – Road Test by Autocar

Test date: 04 May 2010
Price as tested: £104,841 (UK inc. VAT)

For: Outstanding performance, world-class handling, indefatigable track endurance
Against: OTT design details, too loud for some track days, pricey optional brakes

BACKGROUND

What we have here is the coming together of three iconic Porsche badges. The first two are obvious. RS, or Renn Sport, needs no introduction, having adorned great 911s since 1973. And although it is much younger, the GT3 tag, which first appeared in 1999 on the 996, has now become a permanent fixture in 911 folklore.

But to appreciate the third component, you need to get into the detail of this latest iteration of the GT3 RS, specifically the engine capacity. Because, as part of the mid-lifecycle upgrades that mark this as the second-generation 997 GT3, Porsche has increased the bore of the motorsport-derived flat six engine.

This means that, once again, we have a 911 RS model powered by a 3.8-litre engine, a combination that in the past has delivered great things – such as the 993 RS of 1995, arguably the greatest combination of road and track performance found in a 911 shell. Can the 997 GT3 RS 3.8 go one better?

DESIGN

Like all past RS models, this new GT3 RS’s main purpose is to homologate parts that Porsche uses in its racing programme. So although it builds on the specification of the base GT3 – with a dry-sumped flat six and a six-speed manual gearbox – in the detail there is much to differentiate the two models.

Some changes are obvious, such as the fact that the RS uses a Carrera 4 body (providing a 44mm wider rear track) and for the first time has a wider front track (26mm) as well, allowed by wheel arch extensions.

Another first is that the RS has fractionally more power than the GT3, a 15bhp gain taking it to 444bhp, achieved through improved induction and a higher compression ratio.

Other changes are more difficult to spot, if no less significant. For example, the RS’s rear suspension has split wishbones to enable more precise camber adjustment, the exhaust system is made of titanium and has 5mm broader tailpipes, and Porsche’s dynamic engine mounts are standard fit on the GT3 RS.

Beyond homologation requirements, the other essential ingredient in an RS Porsche is, of course, lightness. In this case, a plastic rear window, plastic engine cover, aluminium doors and a general lack of soundproofing lop 25kg off the weight of a standard GT3. Why not more? Because the wider body and wider front wheels carry more weight than the regular car’s.

Porsche is being a little cheeky with its claimed weight figure of 1370kg, because this is the weight of a GT3 RS in optimum trim, which involves ditching the air conditioning, stereo and bi-xenon headlights and paying extra for ceramic composite brakes, lightweight seats and a lithium ion battery. Battery aside, that was the spec of our test car, yet full of fuel but otherwise empty it tipped our scales at 1415kg (compared with 1443kg for the regular 997 GT3 we tested in 2007).

ON THE ROAD

When we test cars as powerful, compact and light as the 911 GT3 RS, they’ll pull typically 170mph by the end of MIRA’s mile-long test straight, in one (wind-assisted) direction if not both. The previous-generation GT3 RS did, for example.

The latest GT3 RS would have done so only if we’d been prepared to acquaint ourselves with MIRA’s Armco, but that is not down to any engine deficiency; 160mph and counting at the end of a mile is not the mark of a shabby performer. Instead, the tailing off in top-end pull is an indication that pure high-speed acceleration is not what the GT3 RS is about. The wider rear bodywork and diddy wheel arch extensions both contrive to increase the drag coefficient and frontal area.

Combine that with the unmissable carbonfibre rear spoiler and you’ll see why, despite shorter gearing and a horsepower advantage over the standard GT3, the RS tops out 1mph slower, at 193mph.

Below 100mph, however, there is little that can touch the GT3 RS. A 911’s inherent traction advantage is one reason why the RS can sear from zero to 60mph in 3.9sec, to 100mph in only 8.4sec and cover a standing quarter in 12.2sec at 120mph. The other is that its 3.8-litre engine makes 444bhp and has a fabulously broad spread of power.

To experience the flat six engine is to love it. It idles with the sort of hollow purpose you rarely hear outside a race paddock, and with the unsophisticated idler-shaft grumble that’s acceptable today only in cars with roll cages.

The engine will pull – and pull strongly and cleanly – from low revs, but there’s a step-change in its character at 3000rpm, where it takes on a sense of urgency that only increases thereafter. The tone is raw-edged rather than barrel-chested – pure, rasping and downright glorious. Too glorious for some track days; any car that puts 90dB through your ears from inside the cabin will put out a hell of a lot more from the outside.

With a single-mass rather than dual-mass flywheel, the engine is, however, wickedly responsive, while the clutch – heavier than any this side of a Land Rover Defender’s – is mated to a closely stacked six-speed manual gearbox whose change is short of throw and gives its best shifts when they’re snatched through at pace.

This drivetrain gives its best when you ask a lot of it; the more effort you put in, the more reward you get back. It’s a theme we’ll return to in a moment.

The RS’s brakes are impressive. That they stop the car well in the wet is the biggest advance over the previous-generation GT3 RS, Porsche adding consistent wet-weather competence to unfaltering dry-weather ability.

Here’s where that theme returns: the more you put into driving a GT3 RS, the more you get back. Drive it regularly in town or on a motorway and the firmness of its controls and loudness of its interior will drive you bonkers.

From that perspective, the similarly noisy but more deftly set up Ferrari 430 Scuderia is more habitable. And in ride comfort on the road the GT3 RS comes a distant second to the Scuderia, even though the RS comes with PASM variable dampers, which have two modes: Normal and Sport. Normal is meant for road driving and is firm there; Sport is firmer, for track use, and really isn’t suited to British roads.

The RS’s natural habitat, of course, is partaking in very fast road work – where it’s astonishingly planted and settled, but so fast that it can rarely be enjoyed for more than mere seconds at a time – or being used on a race track.

Even on a track, it most rewards those who are prepared to put in their fair share of effort. Sure, there’s enjoyment to be had at six or seven-tenths; the deliciousness of the steering and the linear, electric response of the engine give tangible pleasure even in mildly fast driving. Really push on, though, and the RS reveals the full depth of its capabilities.

Its controls are more communicative than those of any other road car weighing more than a tonne, with power steering that is unrivalled in its ability to telegraph the onset of understeer, which starts later in the GT3 RS than the regular GT3 because of the wider front tyres and track.

That wider track also means its cornering attitude is more easily adjusted by playing with the throttle, through to introducing the inevitable onset of oversteer if you let the mass of the engine play its part. And from that point on the GT3 RS is simply divine.

LIVING

After the somewhat extrovert exterior, the cabin seems relatively restrained. In here, it is all about substance. You’ll find nothing that isn’t a strict necessity for the job of driving the GT3 RS as quickly as possible. Gone are the fold-out cupholders and conventional door handles, and the dash top lacks the leather finish of regular Carreras. Specced for maximum lightness, there’s also a conspicuous-looking hole where you’d normally find the stereo/sat-nav.

What the RS adds to the familiar 911 cabin is a wonderfully tactile Alcantara finish to the steering wheel and gearlever, plus a whopping big roll cage. This prohibits access to the rear cabin, making the RS a strict two-seater, and also restricts the use of the space for luggage. Thankfully, you still get a usefully large boot in the nose of the car.

The bucket seats of our test car are optional, fashioned from carbonfibre for lightness and hideously expensive at £3130. That said, they are supremely supportive, and, once you’re in them, relatively comfortable.

For anyone of average height or above, the driving position is excellent. It is set low for a connection with the car yet is high enough to see out, and the relationship between the steering wheel and the pedals is near perfect. It is worth noting, though, that there is no height adjustment.

Clearly, the GT3 RS is not going to be a cheap car to buy or run, especially as Porsche asks an extra £5801 for the ceramic brakes, an option many owners will want. However, in the context of cars that will hit 100mph in 8.4sec and lap our dry circuit in no more than 70sec, it does look rather good value, Nissan GT-R aside.

The GT3 RS is not officially limited in production, but Porsche’s GT arm is quite canny about keeping runs short enough to protect residuals. Fuel economy isn’t too disastrous, either. On a restrained motorway cruise, 27.1mpg is possible, and 19.1mpg is a realistic average. This drops to single figures with hard use but, given the performance, that is to be expected.

VERDICT 

One way of assessing a car is to start off assuming it is perfect and then, on better acquaintance, deduct marks for aspects that disappoint. Do that in a 911 GT3 RS and the opportunity to wipe marks off the total is damnably hard.

Its performance is outstanding. It is unimpeachable in its design, engineering and purity of purpose. It grips like little else and its handling has been so thoroughly developed that there are no foibles or nasty surprises, just the finest of 911 experiences honed until they’re exploitable, enjoyable and just about perfected.

The 911 GT3 RS is, in short, fantastic at everything it’s supposed to do, and to heck with the things it isn’t meant to do — such as ride or cosset. It does neither and is none the worse for that. The things we don’t like are so trivial and so irrelevant to what this car is about that it merits nothing less than five stars. It’s the business.

Verdict ***** (5 stars)

PERFORMANCE DATA

0-30mph: 1.6 sec
0-60mph: 3.9 sec
0-100mph: 8.4 sec
0-150mph: 20.1 sec
0-400m: 12.2 / 120 sec/mph
0-1000m: 21.8 / 155.1 sec/mph
30-50mph in 3rd/4th: 2.6 / 3.6
40-60mph in 4th/5th: 3.4 / 4.6 sec
50-70mph in 5th: 4.3 sec
Top speed: 193 mph
Noise at 70mph: 79 dbA

2010-Porsche-911-GT3-RS_Autocar-road-test

Always get a kick out of seeing the hair go from side to side.

For the definition of precision, go to 2:20

Slow In, Fast Out

Precision is right, he's drifting close to max angle, right from the start of turn!  Nice!

At 2:25 he goes from super-focused to smiling at the passenger as he finishes the turn - must be a pretty capable factory driver.

He seems to be pull out all the stops; and these women are not losing their cool.  I guess they're used to intense situations!

Road Racers group test video by Chris Harris...

Chris Harris drives nine of the finest road racers ever built, from hatchbacks to supercars, via McRae's Subaru...

2010 Porsche 911 GT3 RS...

Road-Racers_Group-Test_Chris-Harris_video-part-1

Road-Racers_Group-Test_Chris-Harris_video-part-2

We celebrate the cult of the road racer by gathering together the very best of the breed. Porsche 911 GT3 RS, Ferrari 430 Scuderia, Lotus Exige Cup 260, Renault R26.R and more battle it out against a motorsport hero...

...thanks to Chris Harris at evo magazine!

The world's greatest car park...

Sport Auto Supertest: 2010 Porsche 911 GT3 RS

SUPERTEST RESULTS:

1) Nurburgring: 10/10 (7min 33s)

"The shorter translation, the stronger side guidance of the Cup tires and with high speed noticeably improved the aerodynamic balance with more drift and therefore once again increased driving stability constitute the difference to the GT3. An improvement around incredible seven seconds is the surprising and also inspiring result. In the true sense of the word calming down moment of high drift values affects also the driver."

2) Hockenheim: 10/10 (1min 9.6s)

"With a time of 1:09.56 minutes the GT3 RS joins a competition, which is HP-moderately clearly more strongly conditioned. The driving stability of the Hecktrieblers is magnificent, which stands in close relationship with the direct structure of component at the rear axle after giving in. The time delay between guidance angle input and structure of component is extremely small. The brake is including their abs set of rules an instrument of most impressive effectiveness. In things brake stability sets new yardsticks for RS."

3) Acceleration / brake test: 9/10 (0-200 km/h: 12.7s)

"In the result not faster - 4.1 seconds to 100 km/h - but clearly more simply to represent is the Sprint with switched on traction control (TC). With which effortlessness the Hecktriebler with apparently minimum slip from the dust makes itself, is exemplarily - above all also, because such exercises do not go to it at all to the substance: Transmissions, clutch and drive shafts are conditioned on it. The manual gearbox and clutch, felt difficult to operate in slow traffic, but shows perfect manners with committed, sporty manipulation however."

4) Wind Tunnel: Aerodynamic Balance: 10/10 (Front axle = 11kg downforce / Rear axle = 49kg downforce)
(Vehicle frontal area: 2.08m² / Drag coefficient: cw = 0.33 / Air resistance: cw × A = 0.69)

"According to the manufacturer of the total downforce at top speed compared to the base-GT3 by over 60 percent has increased. While the Mercedes wind tunnel mentions on the front axle at 200 km / h for about the same output as in GT3 (11 kilograms), he falls to the rear axle considerably higher: Thanks to the RSR copied rear wing it is loaded with 49 kilograms (GT3: 19 kg). The carbon generated by the adjustable part that takes the light Aufnickmoment even more pronounced front lip of the RS thus something of the effect. The drag coefficient is due to higher output levels and because of the wider tires slightly worse - 0.33 to 0.32 on the GT3."

5) Maximum lateral acceleration: 10/10 (1.50g)

"The improvement of the maximum lateral acceleration value compared to the somewhat narrow frosted GT3 (1.4 g) is not only due to the structure and mixing in newly configured Cup tires, but also the improved aerodynamics. The high stability may be attributed to a large extent to the high downforce on the rear axle. The tire size grew to a front-245er formats; on the rear axle on such in the size 325/30 ZR 19 The dynamic engine mount, optional on the GT3 still are used in the RS series. They, too, is attributed to a high contribution."

6) 36-Metre Slalom: 10/10 (146 km/h)

"The larger tire contact surfaces, which make against the GT3 slightly wider track, the more effective aerodynamics and not least the deep focus in the composite of progress that is documented in a new Best Value: 146 km / h. So fast was here until now, only the extreme Gumpert Apollo. In comparison to the 235 formats the GT3 higher cornering stiffness of tires 245er-making to turn in a subjective yet more specific. Even the higher side of the leadership potential 325er tire on the drive axle contributes to the increase."

7) Dodge Test 110 metres: 10/10 (162 km/h)

"For all the directness with which the steering commands are implemented, the GT3 RS shows both the slalom and the alternative test under increasing load is a slight tendency to understeer. It can thus be defined on its way to the exemplary success of the front axle before, responding to light cycles, passing in an appropriate and constructive in this case oversteer. With record speed 162 km / h the GT3 RS is sovereign in this discipline at the top of the rankings."

8) Wet handling: 3/10 (1:36.6min)

"The baked specially for the RS Michelin Pilot Sport Cup "N1" show in this size - 245/35 ZR 19 front and 325/30 ZR 19 rear - a clearly differentiated performance profile than the versions of the same name, which in the smaller sizes GT3 mounted. Meanwhile, a little narrower, in the dry also surprised with a fantastic set of tires on wet handling attendant values test yet with a good grip on wet ground, the RS specification is struggling to meet the requirement of his namesake to even come close. While the GT3 RS also shows an exemplary driving performance, by showing on the steering axle, where the limit is. He remains, however, significantly behind the back time-moderately 235 Cup version."

SPORT AUTO SUPERTEST TOTAL: 72/80
(Driving fun: 10 / Everyday use: 6)

"The fact that the 911 GT3 RS succeeded with less points in the Super Test as the base model GT3 (79 points), may be distressing, but it is an inexplicable phenomenon: The more pointed mission area with the result of significant dynamic handling improvements had to inevitably lead to it to "the Margins "feathers can. Those who waited with such grandiose lateral acceleration values on a dry road surface can not perform miracles in the wet longer - in the race for granted. The wet grip of its broader Cup tires is significantly worse than that of the GT3 smaller counterparts. Living with this limitation, the need is to leave in view of the fantastic figure of the RS both pleasurable operations at the racetrack and in the partial load range of road, certainly not suffering. The potential excitement of the now 450-hp, knows before revving screaming 3.8-liter six-cylinder engine in the RS seemingly no bounds."

2010-Porsche-911-GT3-RS_Sport-Auto-Supertest

CHRIS HARRIS: "QUICK VIDEO OF 3 LITRE 911 RALLY CAR. AMAZING SOUNDS"

(23 June 2010)

"Spent a fantastic few hours yesterday messing about in this. It's a full-spec FIA Historic 911 rally car. Have to say that if I had the cash to pay for my own racing, I think I'd probably chose to have one of these and do a mixture of tarmac and gravel events.

The car is just stunning to drive: 310bhp, under 1000kg and geared to do around 120mph. And the noise can't really be described, you need to watch the video. It's running mechanical fuel injection and high-butterflies: for some reason this always produces the most delicious induction noise. The single-exit exhaust doesn't do any harm either.

It's not cheap stuff, but knowing how much it costs to run a modern 911 in VLN, these older cars are a bit of a bargain. Okay, it's about £105,000 to buy, but then an engine will do 3 seasons without any maintenance, and the car will always be worth £70,000.

Tuthills have refined these 'old' rally cars into stunningly fast machines now. On a B-road, it's hard to think of something that would be much quicker.

Anyways, it's another of my home-made efforts - but I quite enjoyed the BX one and thought this was probably worth recording - for the noise alone. Enjoy."

...turn up the volume! 

Chris-Harris_Tuthill-911-Rally-car

Chris has the life!

CHRIS HARRIS: "HOW YOU SHOULD DRIVE THE 3.0 911 RALLY CAR"

(24 June 2010)

"Further to Monday's post on the 3 litre Rally 911 , here's some on-board showing how it should be done. Richard is about as quick as it gets in old 911s, and the speed in this footage does bend one's brain slightly.

Nice to see a bloke having to work too: no power steering, an old 915 transmission with no spring between 2nd and 4th gear planes, full-synchromesh and a clutch pedal. Old School."

Chris-Harris_Tuthill-911-Rally-car_Part-2

Chris-Harris_Twitter-link

Porsche 911 GT3 RS on Fifth Gear, driven by Jason Plato...