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Mercedes SLR McLaren vs Ferrari GTC4 vs Aston Martin DBS

Drag Race Video

Watch it here

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Mercedes CLA 45 S AMG 4Matic

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Bugatti Cars

1, 2, 3… 4

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Lamborghini Countach

© T . Scott

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Ford GT

© Auxietre & Schmidt

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Ford GT

© Auxietre & Schmidt

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Ford

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Ford

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New Porsche 991 GT3: Taking Delivery

Rather than being an all-new model it’s a heavily reworked version of the previous GT3, also based on the current 991-generation 911. Porsche’s Motors

The latest generation Porsche 911 GT3. It’s fair to say that we’ve been itching for the GT3 version of the ‘991’-generation 911 ever since we first drove the Carrera in 2011. In large part, this is down to the anticipation of a new version of the iconic performance Porsche. But it’s fair to say that we were also keen to know whether the 911 GT3 could offer a more intimate driving experience than the sometimes aloof-feeling standard car.

No shortage of these. Let’s start with the engine, a new direct injection 3.8-litre flat six that produces 468bhp at 8250rpm, and revs out at a dizzying 9000rpm. In an era when every rival manufacturer seems to be rushing to forced induction, it’s a remarkable confirmation of Porsche’s continued commitment to both natural aspiration, and producing power through revs. Performance is suitably punchy, 0-60 taking 3.5sec and its top speed just a whisker below the magic 200, at 196mph. Proper supercar stuff.

More controversial is the decision to only offer the GT3 with a clutchless gearchange, with Porsche’s seven-speed PDK gearbox coming as standard as the only transmission choice. That makes it the first two-pedal GT or RS Porsche road car. The overall gearbox ratios have been reduced compared to those in the standard 911, meaning that the GT3 reaches its top speed in seventh gear rather than sixth. The gearbox also features a strange ‘paddle neutral’ function – which we’ll probably end up just calling Hooligan Mode. When both gear shift paddles are pulled together the gearbox will disengage both of its clutches, letting go effectively ‘dumping’ whichever clutch controls the appropriate gear. It serves as a basic form of launch control, but can also be used on the move, enabling the GT3 to be ‘popped’ into power oversteer at low speeds.

And of course the new GT3 uses the same electrically assisted steering as the basic 911, a system that we haven’t gelled with so far. The GT3 gets unique software and a stiffened-up front end, while at the back it gains an all-new electro-mechanical rear-steer system. At low speeds this turns the rear wheels in the opposite direction to those at the front to improve response; above 50mph the rears turn in the same direction asSteel brakes are standard, but buyers can opt for Porsche’s Ceramic Composite Brakes – a £6248 option, which also reduces unsprung mass by about 5kg a corner.

How does it drive?

Twist the key set in its traditional position on the dash near the door and the 468bhp flat-six engine starts with a more muted version of the familiar GT3 clatter. Select ‘D’ and begin manoeuvring out of the car park, however, and the feeling of the tight diff on full lock and the slight chuntering grumpiness of the drivetrain at low speeds signals that this is a car with only a thin layer of civility cloaking its race car internals. We won’t try and spin out the suspense any longer, though: the new GT3 is brilliant. As soon as you have the wheel in your hands you feel hardwired into the chassis and every tiny shift it makes, which lets you drive it like no 911 should be driven.

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Lamborghini Huracan Performante

The bull's beating heart is the same 5.2-liter V10 as the standard Huracán, with output increased by 28 horsepower and 29 pound-feet of torque for new ratings of 630 and 442, respectively. With no forced induction assistance, the free-breathing V10 delivers predictable, linear acceleration -- an unrelenting avalanche of thrust with a purely Italian soundtrack that resonates off the hills and makes you grin with every hard stomp of the throttle. Sixty miles per hour? You'll be there in less than three seconds. Top end? Try 202 mph. Hot diggity damn.

A seven-speed dual-clutch transmission handles shifting duties, best controlled via some of the finest, steering column-mounted shift paddles available anywhere. Left to its own devices, the transmission never skips a beat. It'll let you rev the hell out of this engine each and every time, blipping the throttle on downshifts and never holding gears for too long when you've finally decided to slow down and take it easy.

With each hairpin turn up and down the mountains of Angeles National Forest, I'm burying my foot deeper into the throttle, digging into the carbon ceramic brakes later, developing a bond of trust with the chassis and powertrain and aerodynamics. You don't feel the active aero working in a reactionary sense -- rather, it works with your steering and throttle inputs to keep every corner of the Huracán perfectly stable through every corner, every time. I have driven few cars that inspire driver confidence at the same level as the Huracán Performante.