RMC Miami is now offering this Amazing 964 RUF Rct Evo for your consideration. What started life as a factory 964 C4 has been completely upgraded and blue printed by RUF. 67k USD. just for engine conversion alone. The 3.6 Motor was blueprinted turbocharged and built by RUF to Rct Evo Specifications at 80k miles, recent leak-down and compression in spec. Also fully upgraded RUF suspension, coilovers, sway bars, strut bar and Ruf big brake kit. Recent engine out reseal and new RS clutch at Turn3 in Canada. This 964 Coupe is finished in guards red exterior with black interior. The Car has Bilstein Coilovers and is lowered to euro height for the best handling characteristics possible. RUF wheels with newer tires installed last year are in great condition and the tires have a lot of tread left. Interior sports correct RUF Sport seats, Airbag Ruf wheel, Ruf Carpets and running boards. Porsche exclusive radio which has GPS/ sirius xm and many other amenities to bring the car into the 21st century. All electronics work as they should. All power functions work in the car as well. Power windows power mirrors and sunroof all operable. Air conditioning is cold and the heater also works nicely.
Hey all, first post, looking for input. I'll be purchasing my first Tesla in the next month or two. I've previously owned a Nissan Leaf and currently Chevy Bolt. I'm hoping that those with more experience driving the model 3 in commute traffic can weigh in. I've test driven a 3 long rage dual motor and loved it. 2 main reasons I want the Tesla are the HOV sticker and the enhanced auto pilot. I currently commute form East Bay through Silicon Valley to Saratoga. Aprox 50-60 miles each way for a time of 2-3 hours daily. I've found my bolt to be pretty zippy, though it's obvious it's tires and handling is like driving on ice skates. I've narrowed my choice down to either the Dual Motor Long Rage or Performance model. 56k and I may even be able to negotiate down. 51k. One is at a dealer, the other is private party. Am I crazy for thinking about using a performance model for commuting? Is commuting 120 miles daily in a performance model a bad idea? Are the tries going to rattle on every little dip? Is the noise from larger tires going to be really bad?
We鈥檝e been here before, right? A new 911, which among our fraternity will forever be known as the 992. In Porsche鈥檚 model line there鈥檚 nothing more significant, even if today 911 sales are a mere support act to the SUV bottom line. Simply put, the 911 remains the company鈥檚 icon, the car that defines the firm. The 911 represents success on road and track, a million-selling sports car that鈥檚 instantly recognisable; unique in the automotive world. Which is why replacing it is about as difficult a task as Porsche has. Time doesn鈥檛 stand still though, and the 911 has to evolve to work in the world it finds itself in. That evolution has unquestionably allowed it to endure and succeed, but the transitional points in its lifecycle will always be significant and debated ad-infinitum among drivers and the likes of me in titles like this. The 911 matters to people then, more so than any other car. Visually, that鈥檚 true; the Carrera S and Carrera 4S are identical, even more so when they鈥檙e painted the same Racing yellow. The only clue to the 4S鈥檚 additional drive is the badge on its backside.
Choose the model delete option, or better still the simple 911 numbering, and you鈥檇 not know it鈥檚 a four, Porsche鈥檚 decision to make all Carreras widebody removing that go-to identifier of drive. It鈥檚 big, this new 911, as wide as the outgoing GTS and GT3, a bit longer and taller, as well as heavier. We鈥檒l get to that later. The dynamics engineers certainly weren鈥檛 complaining when the decision to go widebody was made. You might think that it was the chassis engineers that dictated it, but the 992鈥檚 a widebody for different reasons, key among them being the cooling. The 992鈥檚 3.0-litre twin turbo flat-six has to pass ever-tighter laws for economy and emissions, and an efficient turbo engine is a cool one. That defines not just the physicality of the 911鈥檚 shape, but the large cooling intakes fed by active vanes at the 992鈥檚 nose. Here, now, in natural light and in the pitlane of the Hockenheimring, I have to say it looks good. It鈥檚 unmistakably 911, as it should be, design boss Mauer鈥檚 team having dipped into the 911鈥檚 past to bring it forward. From the cut-out recess on the bonnet to the SC-aping font for the rear 911 badging, via the large headlights sitting upright (cut exclusively out of the wings rather than puncturing the bumper), there鈥檚 no mistaking its lineage. Once inside, this is clearly a 911 for a new era. The quality takes a leap, the build feeling substantial, the materials, too. It鈥檚 an attractive cabin, the centre dash coming with a near 11-inch screen containing all the info and entertainment functions. It鈥檚 a touchscreen, adding connectivity and configurability to your nav and entertainment that you probably never knew you wanted or, arguably, needed. For the full head-to-head test of the 992 C2S v C4S, pick up your copy of Total 911 issue 175, in shops now or get the magazine delivered fast to your door. You can also download the magazine to any Apple or Android digital device.