Porsche 911 GT2 RS Clubsport Makes Surprise Appearance In LA [UPDATE]
UPDATE: Live photos of the GT2 RS Clubsport from the Los Angeles Auto Show are now in the gallery below. Porsche unveiled the new 911 last night ahead of the 2018 Los Angeles Auto Show, but the automaker is keen to show the world the outgoing model isn鈥檛 dead yet. There鈥檚 a new race version of the ferocious 911 GT2 RS ready to scorch tracks around the world, and it鈥檚 called the 911 GT2 RS Clubsport. In short, it鈥檚 everything you love about the road-going GT2 RS wrapped in a package with more bite. That means the 3.8-liter twin-turbo flat six holds the line with 700 horsepower (515 kilowatts), just like you get in the street version. The power goes through a seven-speed dual-clutch gearbox that the driver manages via paddle shifters, turning wide 310-millimeter rear wheels. Six-piston race-spec brake calipers with 15-inch rotors handle the stopping duties in front, while four-piston calipers and slightly smaller rotors hide beneath the wheels at the back.
Considering the Clubsport weighs 1,390 kilograms (3,064 pounds), that should be plenty of braking power. When it鈥檚 time to turn laps, traction and stability management systems are included in the race package to help the driver keep the rear-engined thoroughbred under control. It鈥檚 the same setup you get in the road-going version, however, new switches on the center console allow the driver to easily adjust or shut the systems off completely, all on-the-fly. Speaking of the driver, the cockpit is all-business as you鈥檇 expect with just a single seat and a whopping big roll cage. The carbon steering wheel and digital instrument display are borrowed from the 911 GT3 R, and naturally, a six-point racing harness pins the driver firmly in the seat. The GT2 RS Clubsport isn鈥檛 completely uncivilized, however - air conditioning is still available to help keep the driver cool when the racing action heats up. Porsche is planning to build just 200 cars, which owners can run at clubsport events and some international events. The specifics of that are apparently still in the works, but given Porsche鈥檚 track record (pun intended) don鈥檛 be surprised to see these cars competing in a variety of events.
7,500 and are worth it if track days will be a big part of the owner's lifestyle. The Cayman is louder inside than most cars. The biggest ruckus comes from the engine that's just behind the driver's head. The sound is ever-present and clatters even when driven gently. The exhaust roar becomes more invigorating as the revs climb. The Cayman sits low to the ground. It helps if occupants are limber enough to slide into the contoured seats; exiting is less-than-graceful also. Once in, the driving position feels perfect for sporty driving, with a great view out over the low hood. The well-bolstered seats hold occupants in place, and provide all-day comfort. The instrument cluster is dominated by a large tachometer that sits directly in the middle, a reminder of Porsche's racing heritage. The center console is chock full of tightly packed, similar-looking buttons that take some familiarity to understand their purpose, but the infotainment screen has clear graphics and is easy enough to use. Small-item storage inside the cabin is sparse, but the Cayman comes with two trunks: a narrow, deep well under the hood and space behind the engine under the hatchback. The Cayman is skimpy on driver-assist features. Forward-collision warning is available as part of the optional adaptive cruise control package. This important safety feature is only available on cars with the automatic transmission. Blind-spot warning is a helpful option, especially because rear visibility is hampered by thick back pillars.
The 53-branded models sit a step below the snarling V8 鈥?3鈥?variants, of which a GLE version will follow in the future. For now, then, the 53 will be the most potent version of the brand鈥檚 large SUV. Under the bonnet, it shares its 3.0-litre twin-turbocharged inline six with the Mercedes-AMG E 53 Saloon and Coupe: that means 429bhp, 520Nm torque, and an electrical boost from a mild hybrid system. Power is sent to all four wheels, resulting in a 0-62mph time of 5.3 seconds - one tenth behind the Cayenne S - and a limited 155mph top speed. If that performance doesn鈥檛 offer sufficient drama, an optional Performance exhaust system, which features adjustable exhaust flaps to alter the engine's character at the touch of a button, adds an angrier soundtrack. The 48-volt system also provides sufficient power for the 鈥楢ctive Ride Control鈥?air suspension set-up. This is combined with a roll stabilisation function, which reduces the effect of body lean during hard cornering, and aids comfort by mitigating the shock of potholes and sharp bumps hit by individual wheels.