2018 Porsche 911 GT3
Naturally, I’ve been keen to find out exactly what this beast is like, which is why I currently find myself sat behind the wheel of a pre-production Racing Yellow 991.2 GT3 in the pit lane of Circuito Gaudix, complete with the six-speeder. Oh, and there’s an GT Silver GT3 just in front, with a certain chap called Walter Rohrl in the driver’s seat. Time for a game of follow the leader.I don’t have masses of track experience, but I’ve done enough of these sort of things to know the score: the car ahead will build up the pace slowly, with the pro driver giving pointers over the radio from time to time. But Mr Rohrl ain’t got time for that.His GT3 belts onto the track like a hyper greyhound launching out of the starting trap, and I’ve no chance to ponder how far from being an ‘average Thursday’ this is. It’s time to put my foot down and try my damnedest to keep up with a World Rally Championship legend who doesn’t want to hang around and wait for some noob to catch up. The radio remains silent. I’ve a vague idea of how the small but tricky track goes thanks to some — unintentionally very sideways — laps when the circuit was damp this morning, but now it’s all dry, I finally have a chance to see what the GT3 can do. The chicane’s the first challenging part of the track to tackle, and the GT3 turns in with such speed and enthusiasm that I’m taken aback. It has an amazing front end, this thing (better than ever thanks to a stiffer front suspension setup), and the rear axle steering makes it feel a damn sight smaller than it actually is when being chucked around. On the way out of the chicane, I’m treated to flawless traction shooting me toward the next corner with vigour. The Michelin Pilot Sport Cup 2s weren’t quite so happy to oblige earlier during the more lubricated conditions, I can tell you. A fast right-hander shows off the car’s vast reserves of lateral grip, and incredible balance. How can no one else make a sports car anywhere near this sodding good?Walter’s a corner ahead, but close enough for me to spot his lines and braking points. He’s gracious enough to lift on the main straight to give me a fighting chance, and which point I row through a few gears on the six-speed manual, while exploiting what the ‘box is attached to: a 4.0-litre, naturally-aspirated flat-six. That’s right: gone is the old 3.8-litre, replaced with a bigger, more powerful engine. Don’t let the displacement fool you: although the bore and stroke matches the wondrous 4.0-litre unit in the GT3 RS, it’s not the same engine. Instead, Porsche has dumped in something which is “virtually a carbon copy” of the flat-six in the 911 GT3 Cup car. Yep, an actual flipping racing car engine, and with 497bhp on tap, it’s the most powerful N/A six-banger Porsche has ever bunged into one of its road-going products.
2018 Mercedes-AMG GT C Roadster
The AMG GT roadster comes in two versions: There’s a standard GT, rated at 469 horsepower and 465 lb-ft of torque; it charges from zero to 60 mph in a claimed 3.9 seconds and tops out at a governed 188 mph; above that, AMG is launching a new power and equipment level, the GT C, which sits above the GT S but below the GT R versions of the coupe. (Mercedes is mum on the subject of a GT C hardtop.) The GT C roadster makes 550 horsepower and 502 lb-ft of torque, it’s said to hit 60 mph in 3.7 seconds, and the governor is reprogrammed to 196 mph. We suspect AMG wants to save the 200-plus-mph software for a Black Series version, which is sure to hit showrooms eventually. All AMG GT models are powered by the same twin-turbocharged 4.0-liter V-8, internally code-named M178. The roadster sits atop the same chassis that forms the basis of the remarkably capable AMG GT coupe. The GT C further adds to its capabilities by fitting a number of enhancements that surpass even the GT S coupe, because they’re taken from the GT R. They include rear-wheel steering, which turns the rear wheels in the opposite direction of the front wheels at lower speeds, and in the same direction at 62 mph and above, to enhance agility and high-speed stability.
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