2010 Porsche 911 GT3 vs. 2010 Porsche 911 Turbo

[austin552]

IL Track Tested: 2010 Porsche 911 GT3 vs. 2010 Porsche 911 Turbo

Inside Line tests hundreds of vehicles a year, but not every vehicle gets a full write-up. The numbers still tell a story, though, so we present "IL Track Tested." It's a quick rundown of all the data we collected at the track, along with comments direct from the test drivers. Enjoy.

When it comes to track stars, these are two of the finest you'll ever see. Actually, you may never see either of these cars, as their prices guarantee a certain level of exclusivity. On the "low" end is the 2010 Porsche 911 GT3 at $112,200. Seems expensive until you realize that the 2010 Porsche 911 Turbo starts at $132,800.

A bit steep, yes, but these are cars that make those prices seem almost reasonable given what you get. Consider that the Turbo turned in the quickest quarter mile we've ever recorded. And the GT3 wasn't far behind. Both deliver nearly untouchable performance, yet they go about it in slightly different ways.

The GT3 is the raw track car: rear-wheel drive, minimal weight and a manual transmission. If all you want to do is go fast on weekends, there's no reason to look any further. The Turbo is the ultimate GT. All-wheel drive, a seven-speed dual-clutch transmission and all the luxury you would expect in a six-figure sports car. Oh, and it's blindingly fast, too. How fast? See for yourself on the next page.




Porsche 911 GT3 Porsche 911 Turbo




0-30mph 1.7 1.4
0-45mph 2.6 2.2
0-60mph 4.0 3.2
0-75mph 5.4 4.4
0-60mph with roll out 3.8 2.9




1/4 mile 11.9 @ 119.4 11.1 @ 125.4




60-0mph 99 104
30-0mph 26 26




Skidpad 0.99 0.97
Slalom 73.4 71.0




Weight 3,271 3,572








Vehicle: 2010 Porsche 911 GT3
Odometer: 274 miles
Date: 03/16/2010
Driver: Josh Jacquot
Price: $N/A

Specifications:
Drive Type: Rear-wheel drive
Transmission Type: Six-speed manual
Engine Type: Flat-6
Displacement (cc/cu-in): (3,797/231.7)
Redline (rpm): 8,400
Horsepower (hp @ rpm): 429 @ 7,600
Torque (lb-ft @ rpm): 317 @ 6,250
Brake Type (front): Ventilated disc, 6-piston fixed
Brake Type (rear): Ventilated disc, 4-piston fixed
Steering System: Speed-sensitive variable-ratio hydraulic-assist rack-and-pinion
Suspension Type (front): MacPherson struts
Suspension Type (rear): Multilink
Tire Size (front): 235/35ZR19 87Y
Tire Size (rear): 305/30ZR19 102Y
Tire Brand: Michelin
Tire Model: Pilot Sport Cup
Tire Type: Summer performance
Wheel Size: 19-by-8.5 inches front, 19-by-12 inches rear
Wheel Material (front/rear): Alloy
As Tested Curb Weight (lb): 3,271

Test Results:
0-30 (sec): 1.7
0-45 (sec): 2.6
0-60 (sec): 4.0
0-75 (sec): 5.4
1/4-Mile (sec @ mph): 11.89 @ 119.39
0-60 with 1-ft Rollout (sec): 3.8
30-0 (ft): 26
60-0 (ft): 99
Braking Rating: Excellent
Slalom (mph): 73.4
Skid Pad Lateral Acceleration (g): 0.99
Handling Rating: Excellent
Db @ Idle: 56.6
Db @ Full Throttle: 92.4
Db @ 70 mph Cruise: 76

Acceleration Comments: Difficult to achieve perfect launch with this much power and grip. Fortunately, the GT3 has a nearly indestructible clutch. It demands deliberate shifts and doesn't care about being beaten on during acceleration testing.

Braking Comments: Outstanding pedal feel and stopping distances. Feels like it could do this all day.

Handling Comments: Slalom: Not a gentleman's Porsche. Rather, a potent, communicative, immediate and somewhat intimidating Porsche that demands respect and delivers a proper reward to those who treat it properly. Skid pad: Won't lift-throttle oversteer at this speed, but nonetheless generates outstanding numbers. Again, rewarding if you can master it.


Vehicle: 2010 Porsche 911 Turbo
Odometer: 227
Date: 03/16/2010
Driver: Josh Jacquot
Price: $N/A

Specifications:
Drive Type: All-wheel drive
Transmission Type: Seven-speed auto-clutch manual
Engine Type: Flat-6
Displacement (cc/cu-in): 3,800/231.9
Redline (rpm): 6,800
Horsepower (hp @ rpm): 493 @ 6,000
Torque (lb-ft @ rpm): 479 @ 1,950 (516 @ 2,100 w/overboost)
Brake Type (front): Ventilated disc, 6-piston calipers
Brake Type (rear): Ventilated disc, 4-piston calipers
Steering System: Speed-sensitive variable-ratio hydraulic-assist rack-and-pinion
Suspension Type (front): MacPherson strut
Suspension Type (rear): Multilink
Tire Size (front): 235/35ZR19 87Y
Tire Size (rear): 305/30ZR19 102Y
Tire Brand: Bridgestone Potenza
Tire Model: RE050A
Tire Type: Summer performance
Wheel Size: 19-by-8.5 inches front, 19-by-11 inches rear
Wheel Material (front/rear): Alloy
As Tested Curb Weight (lb): 3,572

Test Results:
0-30 (sec): 1.4
0-45 (sec): 2.2
0-60 (sec): 3.2
0-75 (sec): 4.4
1/4-Mile (sec @ mph): 11.08 @ 125.41
0-60 with 1-ft Rollout (sec): 2.9
30-0 (ft): 26
60-0 (ft): 104
Braking Rating: Excellent
Slalom (mph): 71.0
Skid Pad Lateral Acceleration (g): 0.97
Handling Rating: Excellent
Db @ Idle: 54.2
Db @ Full Throttle: 86.4
Db @ 70 mph Cruise: 74.0

Acceleration Comments: Holy crap! This is fast. And the amazing part? It could easily be faster. A surface with more grip would allow the PDK to hold 1st and 2nd gears longer and likely yield quicker times. Here, it just upshifts immediately when it senses wheelspin. PDK is, again, amazing. Launch control produced the best run.

Braking Comments: Perfect feel, confidence and impressively short stops.

Handling Comments: Slalom: Lively to the point of big slip angles even with PASM on. Therefore, I prefer the confidence of stability control in fast transitions. Skid pad: Likes stability control in this situation. It's receptive to lift-throttle, perhaps due to individual brake application. Too stiff in its hardest suspension setting -- both here and in the slalom.

Categories: IL Track Tested,Luxury Cars,Porsche,Sports Cars

[SpeedracerIndy]

That much performance is hard for me to even comprehend. I've driven a 996 turbo with over 500hp, and it was simply mind boggling (if not a little boring because it was just so composed). These two cars take the technology of automobile performance to a new level. It's not just massive power, but the ability to transmit it to the ground and maintain crazy speeds through corners. As much as the Turbo makes me drool, I think I'd prefer the GT3. There's just something about rowing your own gears that I have to have. I wouldn't kick either of them out of bed for eating crackers though.

[p993c4]

Stunning cars, both surely close to perfect but also different kind of cars.
However, there are and will always be faster cars to buy, more interesting, more exotic... and not to forget; updated versions of these two, for a very long time from now on (hopefully).
On the other hand, it would be boring if it would be possible to buy "the very best car built", and have nothing to upgrade to or change to.

[spence88mph]

Originally Posted by austin552

IL Track Tested: 2010 Porsche 911 GT3 vs. 2010 Porsche 911 Turbo

When it comes to track stars, these are two of the finest you'll ever see. Actually, you may never see either of these cars, as their prices guarantee a certain level of exclusivity. On the "low" end is the 2010 Porsche 911 GT3 at $112,200. Seems expensive until you realize that the 2010 Porsche 911 Turbo starts at $132,800.

A bit steep, yes, but these are cars that make those prices seem almost reasonable given what you get. Consider that the Turbo turned in the quickest quarter mile we've ever recorded. And the GT3 wasn't far behind. Both deliver nearly untouchable performance, yet they go about it in slightly different ways.

If you think that's steep, a GT3 is the best part of 300k here and a turbo on the road is about 350......

$132 for a spankin turbo is a friggin steal..... If only I could get one here for that, you wouldn't even get a 964 Turbo for that!!