Top 10 Fastest Cars
The top 10 fastest cars from All are ranked from fastest to slowest based on their 0-60 times. We crunched the numbers from the best estimates of several premier resources, including Motor Trend, Road & Track, Car & Driver and more. 1 in this class is the 2015 Porsche 918 Spyder, which races 0-60 mph in 2.1 seconds. Sports cars with this rate of acceleration are generally classified as Super Fast Cars. 3 ranked 2015 Ferrari LaFerrari by 0.3 seconds. Whether you are behind the wheel of one of these cars or happen to spot one in the next lane over, think twice before you step on the gas pedal. In a race from 0-60 mph between 2015 Porsche 918 Spyder vs. 2018 Dodge Challenger SRT Demon, you would WIN by 0.2 seconds! If you happen to roll up next to another Porsche, be sure you know what you're up against.
There鈥檚 been a fundamental redesign of the turbochargers too. By operating the two bigger turbos in a contra-rotating fashion, the ducting to them can be symmetrical rather than the convoluted route leading off one bank in the 991. That idea came from group hot-in-vee V6s and V8s. Electrically operated wastegates now allow the catalysts to get hot during cold starts more efficiently and are part of an ongoing process of gradually excising hydraulic and vacuum-operated actuations in the car. That鈥檚 borrowed from Porsche鈥檚 hybrid tech where things often need to move without any engine power at all. The intercoolers have moved to a more efficient position, right under the rear spoiler. That spoiler can move into three different positions and guide air more effectively to these units. The downside of that is that the air filters are now where the intercoolers were on the 991, namely tucked right down behind the rear bumper bar, so replacing those will require the rear bar to come off. That鈥檚 not going to be cheap.
Crash repairs are also going to be hugely expensive on the 992. The body is joined together in ten different ways that include various welds, plate cinching, adhesive bonding, screwing and riveting. That鈥檚 up from seven methods for 991 and four for 997. It also means that there鈥檚 a challenge in training authorised repair centres to keep on top of these advanced techniques. The 188m of adhesives used for bonding panels, for example, are stronger than the metals themselves and can only be ground out to repair damaged bonded panels. The aluminium rear quarter panel is the body part you really don鈥檛 want to bend. It鈥檚 huge, and the pressing weighs just 12kg and is fitted to a laser-defined tolerance of 2/100ths of a millimetre. The 992 is likely to be very strong in a crash though. One particularly neat inclusion are steel hooks that jut out from the bottom of the doors that are clasped when the door is locked and prevent the door riding up over the sills in the event of a side impact.
The all-new MMB platform that underpins the 992 will be shared, albeit with a modified rear section, with the next-gen 718 Boxster and Cayman. Hanging off that are some very trick Bilstein DTX dampers on cars equipped with PASM (Porsche Adaptable Suspension Management) - a box you really do need to tick. This drops the car by 10mm to really hunker over its tyres and the dampers offer 40 percent more compliance in compression at the front axle and 32 percent at the rear. They鈥檙e still 350mm front and rear, with the rear rotors increased in width. Six piston callipers grab the front discs and four-pot rears do likewise at the back, and the brake booster is now electrically operated, again from Porsche鈥檚 hybrid know-how. The steering is ten percent more direct and rear-axle steering can also be specified, which replaces the lead acid battery with a lithium-ion unit. The transmission features a shorter first gear and longer seventh and eighth overdrive gears, with the top speed reached in sixth.
The casing for the transmission includes real estate for an integrated starter generator, effectively offering a 48v mild hybrid option in due course. Prod the knurled metal gear selector into drive, twist the wheel-mounted dial into Sport Plus and we head out on track at The Bend. A revised exhaust and the firmer engine mounts mean that the noise pathways through the car are, let鈥檚 say, more direct than the 991 Carrera. The acoustically dampened sound of the turbocharged 991 has given way to a freer breathing 992. It sounds glorious when you open the taps. Not as glorious as the GT3 lead cars guiding us round the circuit, but with a great bass tone overlaid by a breathier more authentically 911 sound. You get some crackles on the overrun too. The steering鈥檚 sharp without being darty, although I鈥檓 not totally convinced of the benefits of the rear steer option.