2019 Porsche 911 GT3
Any reason not to go for this GT3? How are the options? Seems like it's almost-new. Try the GT3 forum, you'll get more focused opinions. Good luck with the hunt. Try the GT3 forum, you'll get more focused opinions. Good luck with the hunt. This car has the same built as mine, except a different color. I have not felt like I was missing anything in the options list. The front axle lift and bucket seats were a must, the carbon trim looks really nice and I have been very happy with it. Happy to any of your Qs here or over PM if that helps you. High price but others may chime in. You should be well under MSRP for a 3k mile 聭18 with PDK. It is a tad pricey for a pdk car without pccb's. I think it is over msrp. That dealership is part of Manhattan Motors and is always pricey. Marketplace Parts Marketplace Vehicle Marketplace Vendor Announcements Rennnlist Help and Announcement Forums Rennlist Forum Glitches - post them here. Test posts are permitted.
Responsive and quiet, the single-turbo 3.0-liter has 40 more horsepower than the outgoing Cayenne and moves the approximately 4500-pound SUV with satisfying ease. It pulls smoothly, never calls much attention to itself, and feels appropriately powerful; the factory-claimed zero-to-60-mph time is 5.6 seconds with launch control or 5.9 without. The base engine鈥檚 biggest problem is that two stronger options exist. 17,200 over the entry-level version, Porsche will bolt its 440-hp twin-turbo 2.9-liter V-6 into the Cayenne S, which drops zero-to-60-mph times to 4.9 seconds (4.6 with launch control). Compared with the base engine, the extra power and the 405 lb-ft of torque are immediately noticeable. Passing power is superb, and the S has an eagerness that鈥檚 missing from the base engine. 125,650. It now boasts 550 horsepower (30 more than before) and 567 lb-ft from a twin-turbocharged 4.0-liter V-8. According to Porsche, the new Turbo outperforms the previous Turbo S model, whose twin-turbo 4.8-liter V-8 put out 570 horsepower. A claimed zero-to-60-mph time of 3.7 seconds is astonishing enough before you consider that Porsche鈥檚 acceleration reports are almost always conservative.
It鈥檚 no surprise that of the three engines, the V-8 sounds the best. Graced with a smooth and deep voice and a booming exhaust, the V-8 seems to pride itself in announcing its V-8-ness, but it isn鈥檛 as loud as the thundering Mercedes-AMG V-8 of the same displacement. Porsche provided all three powertrains at the launch program on the Greek island of Crete, mythical home to the ancient world鈥檚 crossover: the half-bull, half-man Minotaur. The three models came stacked with chassis options. 1500, available only on the S and the Turbo). With nearly identical chassis setups, the three Cayennes felt remarkably similar when pressed through the canyons. What we noticed first was the exceptional steering. The Cayenne has electrically assisted power steering, but unlike many other automakers, Porsche has figured out how to do it right. Direct and with the right amount of weighting as the front tires press into a corner, the steering is quick, positive, and helps make the Cayenne feel smaller than its two-plus-ton mass and 193-plus-inch length suggest. Push any Cayenne into a tight corner and the front tires briefly protest.
For the first time, the Cayenne gets a staggered tire setup: Base and S models have 255/55R-19 fronts and 275/50R-19 rears; the Turbo has an inch-wider wheel with 285/40R-21s in the front and 315/35R-21s in back. Press on through low-speed corners and the four-wheel steering turns the rear wheels in the opposite direction of the fronts, neatly pivoting the rear end through the corner. Stomp on the accelerator, and the Cayenne would happily drift were it not for the intervention of the stability control. As in Porsche鈥檚 sports cars, pushing the PSM (stability control) button once puts the Cayenne in a less intrusive Sport mode; holding down the button shuts off the system entirely. Coupled with PDCC (the electrically controlled active anti-roll bars) and the three-chamber air springs, there鈥檚 effectively no body roll. It may sound like a lot of electronic aids to get an SUV to handle鈥攁nd there definitely are a lot鈥攂ut the systems work in concert, giving the Cayenne鈥檚 handling a natural fluidity and ease that doesn鈥檛 seem artificially enhanced. With this selection of options, the Cayenne feels more like a good sports sedan than an SUV.
We鈥檇 really like to try one on the steel coil springs and without the rear-wheel steering and active anti-roll bars to see how much these chassis aids affect handling, but none were available at the launch event. Porsche is introducing tungsten-coated iron brake rotors on the new Cayenne. Dubbed PSCB (Porsche Surface Coated Brake), the brakes promise a grabbier surface, less brake dust, and a 30 percent longer life than the conventional brakes. 9080 carbon-ceramic option (PCCB). We didn鈥檛 notice any difference in the way the pedal felt compared with the standard rotors. As in all Porsches, the pedal is firm but easily modulated, and the brakes easily stopped the Cayenne from high speeds. Also as in all Porsches, the ignition remains on the left side of the steering wheel, a quiet salute to all the parents who got their kids to practice on time. Much of the interior is pulled from the Panamera, including the 12.3-inch touchscreen and the capacitive-touch switches surrounding the shifter.