Photo: Guido ten Brink / SB-Medien
Old habits die hard and if there's any car out there that can back this statement, it has to be the Porsche Neunelfer, especially the new 911 R that swept us off our feet in Geneva.
How can you be less than thrilled when the Racing (that's what the R stands for) one-ups the GT3 RS in terms of power-to-weight ratio and comes with one of the sweetest optional features Zuffenhausen's infinite list has ever seen, namely a single-mass flywheel?
If your left foot can cope with the heavier clutch that accompanies the tech goodie, feel free to tick that box. Time to switch to the standard equipment, though, namely a "shelf" placed where the navigation (PCM Display) used to be.
Fret not, cozy purists, you can undo the navigation system and AC delete can be undone when configuring the car. Speaking of which, this is one of the easiest 911s to "build yourself." And we're sure you'll appreciate the pull straps once again being used as door openers.
Given the track-savvy nature of the machine, many features are what we'd called fixed. For instance, the stopping department is covered by the standard ceramics, while the rear axle gets a mechanical locking diff (we'd say it's for the linear response).
That's it - you can't have the open diff (God forbid), and you can't have the electronically-controlled LSD connected to the brake-induced torque vectoring function.
And it all makes sense, just like in the case of the transmission department, where the quicker 7-speed PDK has been replaced by the six-speed manual. You see, with technology evolving so much these days, purists no longer equal racers all the time, and while the GT3 RS is focused on the latter, the 911 R caters to the transportation needs of the first.
Speaking of the comparo between the two, we have to give the 911 R a few accolades:
Tipping the scales at 3.020 lbs (1,370 kg), this is the lightest 991 generation 911 to date, undercutting the also-500 PS (493 HP) GT3 RS by 110 lbs (50 kg).
Given the kind of sensations it will deliver (it packs features such as specifically tuned rear-axle steering), the R will also be the most thoroughbred Porsche you can currently buy in a showroom.
With only 991 cars to be built, this is the most exclusive rear-engined coupe money can buy today.
Which brings us to our final point - we are dealing with the most expensive member of the 911 Coupe range. For now, we only have the German pricing, with the 911 R kicking off at €189,544, which means it sits about €8,000 above the GT3 RS. Only the Turbo S Cabriolet is more expensive.
Oh, we almost forgot about efficiency. No, not the kind of efficiency Porsche is forced to display in YouTube videos that show its machines going drifting or racing on the track.
Factoring in the details mentioned above, we feel Porsche has done an awesome profit job with the 911 R. Taking a Carrera body, active rear wing included, adding GT3 front and rear fascias, a GT3 RS engine and introducing a host of motorsport solutions, such as the composite rear and side windows, is more than worth it.
Do keep in mind that we are also considering the marketing effect of the pure 911. We need to look no further than our own back yard to notice the GT3 RS has generated more articles than many other Porsche models combined, and we're talking about a car that's only being produced in 2,000 units per year.
With the 493 hp arriving at 8,250 rpm and the 339 lb-ft (460 Nm) of twist being delivered at 6,250 rpm, we can't wait to hear this flat-six machine screaming in the real world.
This is the kind of car that doesn't even need to come close to its 3.8s zero to sixty-two sprint or its 201 mph (323 km/h) top speed to impress. Production kicks off in May, so those of us who can't get one are in for a cruel summer, especially since all 991 units have been allegedly sold before the model's unveiling.
If your left foot can cope with the heavier clutch that accompanies the tech goodie, feel free to tick that box. Time to switch to the standard equipment, though, namely a "shelf" placed where the navigation (PCM Display) used to be.
Fret not, cozy purists, you can undo the navigation system and AC delete can be undone when configuring the car. Speaking of which, this is one of the easiest 911s to "build yourself." And we're sure you'll appreciate the pull straps once again being used as door openers.
Given the track-savvy nature of the machine, many features are what we'd called fixed. For instance, the stopping department is covered by the standard ceramics, while the rear axle gets a mechanical locking diff (we'd say it's for the linear response).
That's it - you can't have the open diff (God forbid), and you can't have the electronically-controlled LSD connected to the brake-induced torque vectoring function.
And it all makes sense, just like in the case of the transmission department, where the quicker 7-speed PDK has been replaced by the six-speed manual. You see, with technology evolving so much these days, purists no longer equal racers all the time, and while the GT3 RS is focused on the latter, the 911 R caters to the transportation needs of the first.
Speaking of the comparo between the two, we have to give the 911 R a few accolades:
Tipping the scales at 3.020 lbs (1,370 kg), this is the lightest 991 generation 911 to date, undercutting the also-500 PS (493 HP) GT3 RS by 110 lbs (50 kg).
Given the kind of sensations it will deliver (it packs features such as specifically tuned rear-axle steering), the R will also be the most thoroughbred Porsche you can currently buy in a showroom.
With only 991 cars to be built, this is the most exclusive rear-engined coupe money can buy today.
Which brings us to our final point - we are dealing with the most expensive member of the 911 Coupe range. For now, we only have the German pricing, with the 911 R kicking off at €189,544, which means it sits about €8,000 above the GT3 RS. Only the Turbo S Cabriolet is more expensive.
Oh, we almost forgot about efficiency. No, not the kind of efficiency Porsche is forced to display in YouTube videos that show its machines going drifting or racing on the track.
Factoring in the details mentioned above, we feel Porsche has done an awesome profit job with the 911 R. Taking a Carrera body, active rear wing included, adding GT3 front and rear fascias, a GT3 RS engine and introducing a host of motorsport solutions, such as the composite rear and side windows, is more than worth it.
Do keep in mind that we are also considering the marketing effect of the pure 911. We need to look no further than our own back yard to notice the GT3 RS has generated more articles than many other Porsche models combined, and we're talking about a car that's only being produced in 2,000 units per year.
With the 493 hp arriving at 8,250 rpm and the 339 lb-ft (460 Nm) of twist being delivered at 6,250 rpm, we can't wait to hear this flat-six machine screaming in the real world.
This is the kind of car that doesn't even need to come close to its 3.8s zero to sixty-two sprint or its 201 mph (323 km/h) top speed to impress. Production kicks off in May, so those of us who can't get one are in for a cruel summer, especially since all 991 units have been allegedly sold before the model's unveiling.
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