#also gravity is a button next to the heated seats in all the crew cars

[firehandlerfred]

My parents decided to watch fast and furious (the ninth one), and in 30min the laws of physics have been destroyed so much I'm waiting for aliens to show up or smtg

I Can't believe the space launch WASN'T the least believable part of this shitshow

[jesusvasser]

Dream Day: 2018 Porsche 911 GT2 RS and 2020 Porsche Mission E

The track is still moist in spots, the marbles on both sides of the racing line shout “caution,” and the maintenance squad has begun to steam clean the roadside drainage system. Tension is in the air as we approach today’s subject. Only three people have driven this car so far without a watchdog in the passenger seat. I’ll be number four.

Over the last 24 months, Porsche’s hand-built, electric-powered sport sedan—the metallic white Mission E that’s charged fully and ready to roll—has clocked less than 200 miles, most of them until today on the Portimão circuit in Portugal. To drive it, you need permission from the board of directors and a highly specialized crew trained to deal with the bytes and possible bugs that could befall the one-off, high-voltage prima donna.

The four-door Mission E is more compact than the Panamera, but it’s still quite comfortable for passengers in the back seat.

This is no stripped-down test mule. It has electric doors, windows, and seats. Its cockpit features five animated round instruments and a center stack tiled with one big touchscreen. The classy, glossy all-black electronic altar (not functional at the time of our encounter) is seamless, curved, and conveniently arranged, and it will be intuitive to use, according to Porsche. Today its functions are restricted to the push-button parking brake and the tiny three-step R-N-D gear-selector toggle. The ambience is clearly more iPad than rotary-dial telephone, but designers also applied classic luxury touches including supple leather with matching wood and metal accents.

The Mission E aspires to blend speed and effortlessness, a real-life range of 300 miles, and the ability to recharge to 80 percent in 20 minutes or less.

Despite the car’s low H-point and sloping roofline, the position of its two comfortable rear seats is surprisingly relaxed thanks to the so-called foot garage, a deep recess in the floorpan that splits the battery tray. “The production version is in essence a C-segment sedan with an almost D-size interior,” explains project leader Stefan Weckbach. “Visually, the car combines 911 overtones with fresh proportions and very good space utilization even though the Mission E is notably more compact than the Panamera.”

Step into the future: While its suicide doors are concept only, the luxe leather, wood, and metal accents will make it to the production version of the Mission E.

The Mission E also has a lap timer. “Why not?” says project engineer Michael Behr. “This car is smog-free but is also a hoot to drive thanks to the low center of gravity, the dedicated air suspension, and the precise steering. Make no mistake: This is a proper Porsche through and through.”

Speaking of proper Porsches, the all-new 911 GT2 RS production No. 0001 we’re also getting a chance to play with at the brand’s Weissach test facility is a brand-defining car. One look at its massive, single-decker rear wing, flared carbon-fiber sills, and protruding horizontal front spoiler is all it takes to understand that this is definitely not your neighbor’s 911. Its black and red color scheme and its three huge nasal air intakes are bound to guarantee more overtaking prestige than a pair of cop cars with lights flashing. All those louvers, ducts, splitters, aprons, skirts, and air blades scattered like a rash across its muscular body are designed to befriend the wind and placate the heat.

Inside this particular GT2 RS is a driver-focused environment. The ultimate 911 has no rear seats, which are swapped out for a standard titanium rollcage. The manual seat adjustment doesn’t even extend to the backrest, but the fragile-looking, thinly padded single-piece bucket feels tailor-made in the way it holds the torso and supports the thighs. There’s no radio or air-conditioning, no navigation or Sport Chrono bubble on the dashboard. All of that is more than OK with us. (Most options can be added if you so desire.)

It’s a car that can practically be operated with your eyes closed for anyone who’s driven a modern 911. The shift paddles made of carbon fiber instead of cold metal are part of the Weissach pack, fitting given the day’s location. They’re tucked behind the fully adjustable Alcantara-swathed steering wheel, which sports a much thicker rim and enough clearance for the longest legs. The two red stripes on the polished PDK transmission shifter gate were used before on the 911 R, and there’s a silver Weissach plaque affixed to the glove-box door. The dashboard layout might be ancient, but everything is still exactly where it should be.

Phenomenal midrange punch and explosive full-throttle acceleration in fourth and fifth gear.

While the man with a laptop runs final tests on the ECU of the Mission E, can I please go play with the GT2 RS? Yes, I’m going to take it easy—at least until the tires reach their working temperature.

Runnin’ down a dream: Unlike what is found inside the well-appointed Mission E, the GT2 RS cockpit is decidedly spartan, but there’s still plenty of room for two.

The red belt snaps into a buckle that sticks out like a small plastic tongue. The dashboard is pure 911 with a twist: When you start the engine, a GT2 RS pictogram shows up briefly in the display to the right of the rev counter. Treading lightly for three laps provides a welcome opportunity to reacquaint myself with the Weissach track, built in 1972. Even the long variant is a short circuit with 13 corners, but because of the great variety of crests, climbs, descents, radii, and surfaces, the roller-coaster drive invariably advances pulse rates.

I know all the numbers, and I’ve been in this car before. And yet flooring the accelerator for the first time in the most powerful 911 ever—managing its mighty forward thrust as the engine plays its delightful flat sextet through its titanium exhaust—is a challenge that requires the complete attention of all your senses. This is a car that couldn’t care less about mere progress, testing the midrange waters, cornering at 70 percent, or braking way before the experience gets interesting. It begs to be whipped—hard.

The nature of Weissach’s miniature Nordschleife layout makes it easy to warm up the massive ultra-high-performance tires. Early on, the front end likes to understeer when entering the circuit’s two tightest kinks, and the ABS feels compelled to step in early. Since it takes braver men than me to deactivate PSM, the rear end contributes only the odd exit wriggle during the temperature-building process. As near-maximum grip manifests itself, the handling balance becomes so sweet and subtle it gives you the chills.

I’m braking later and later now, moving ever closer to the apexes. The secret of superfast progress in the GT2 RS is to let the torque do its job, unwind lock early, keep the revs high, and trust PSM to sort things out on exit even if the second turbo hammer comes down with a bang. It’s also essential to keep a firm grip on the wheel through every transverse ridge, painted curb, and expansion joint. My biggest double dare of the day was to keep the hoof firmly planted from the exit of Weissach’s last bend to the point of no return prior to the first right-hander. Wide-eyed, I briefly saw 169 mph before stomping on the brakes. Next thing I remember was a flag, three stern-looking faces, and an unhappy cleaner who had to start all over again.

While the GT2 RS displays its brilliance lap after lap, the Mission E concept shows flashes of promise. Porsche just started road-testing the first two Panamera-based prototypes, and although the chassis of this rolling exhibition piece will bear little resemblance to the finished product, all essential functions are already working to rule. The steering is sharp, the suspension inspires confidence, the tires stick, the brakes are more than merely competent, and the solitary electric motor kicks butt up to 75 mph. From what we can tell so far, Porsche’s first all-electric vehicle will not compromise driving pleasure. The production plan is to make this car a more committed and rewarding drive than a top-spec Tesla Model S while exhibiting unconditional repeatability at the same time—meaning the batteries and the motors must not heat up excessively. The cell chemistry and single, highly complex cooling circuit must cope with recurrent full discharge cycles. And hourlong, high-speed autobahn driving sessions must not dramatically shrink the range.

It’s easy to get carried away in the GT2 RS at the Weissach test facility—as easy as it is to be impressed by the Mission E.

According to those in the know, Porsche is definitely considering three Mission E models tentatively rated at 300 kW/402 hp, 400 kW/536 hp, and 500 kW/670 hp with badging that will mirror current lineup offerings. All-wheel drive will initially be standard equipment, but Porsche might later offer an entry-level rear-drive version. The front-wheel-drive module reportedly delivers 160 kW/215 hp at 16,000 rpm with a constant peak torque of 221 lb-ft. At full boost, Porsche can briefly claim some 325 lb-ft. There are two different specifications in the works for the rear-drive unit. While the base motor is rated at 240 kW/322 hp and 251 lb-ft, the performance version is good for 320 kW/429 hp and 406 lb-ft, sources say. The two-speed transmission is being developed to allow for full-throttle upshifts, and an electronically controlled limited-slip rear differential will be an option.

There’s nothing theoretical about the GT2 RS, which like the GT3 features rear-wheel steering, plus Porsche’s PASM active damper system (the Sport setting is too firm for all but perfect roads) and carbon-ceramic brakes. Its combination of power, torque, and amazingly impressive handling make it the most effective track car in Porsche’s lineup, including the other models that carry the GT designation. It’s a stark representation of everything Porsche knows about producing quick lap times, short of moving the engine in front of the rear axle as Porsche Motorsport has done with the latest top-dog 911 RSR race car.

Expect the Mission E to be priced between the Cayenne and Panamera and in the neighborhood of the least expensive Tesla Model S—in the $75,000 to $80,000 range.

Lap times aside, it is understandable that plenty of folks will focus their attention and excitement on the twin-turbo powerhouse that growls, roars, shrieks, and yells beneath a carbon-fiber lid. Despite the phenomenal midrange punch and explosive full-throttle acceleration in fourth and fifth gear, the real hell-breaks-lose effect concentrates on the final 1,200 rpm compressed between 6,000 rpm and the rev limiter. There is simply no letup from the flat-six as it beams the car toward 180, 190, 200 mph.

The Mission E, on the other hand, will never be a Vmax hero, although it won’t be a slouch, either, with 0-60-mph times in the mid-3-second range for the quickest model with a 155 mph top speed. This car aspires to blend speed and effortlessness, comfort and charisma, minimum noise and maximum response, a real-life range in the neighborhood of 300 miles, and the ability to recharge the batteries to at least 80 percent capacity in 20 minutes or less. The battery’s energy cells can be charged with an 800-volt capacity (a first for a production automaker) or 400-volt setup. Synchronous motors with permanent magnets will enable superior continuous performance and repeatability while weighing less with more compact dimensions.

Expect the Mission E to be priced between the Cayenne and Panamera and in the neighborhood of the least expensive Tesla Model S, so figure in the $75,000 to $80,000 range to start. While Porsche’s original goal was to build around 20,000 of the high-end EVs per year, the unusually from Performance Junk WP Feed 4 http://ift.tt/2pHwGoh via IFTTT

[eddiejpoplar]

Dream Day: 2018 Porsche 911 GT2 RS and 2020 Porsche Mission E

The track is still moist in spots, the marbles on both sides of the racing line shout “caution,” and the maintenance squad has begun to steam clean the roadside drainage system. Tension is in the air as we approach today’s subject. Only three people have driven this car so far without a watchdog in the passenger seat. I’ll be number four.

Over the last 24 months, Porsche’s hand-built, electric-powered sport sedan—the metallic white Mission E that’s charged fully and ready to roll—has clocked less than 200 miles, most of them until today on the Portimão circuit in Portugal. To drive it, you need permission from the board of directors and a highly specialized crew trained to deal with the bytes and possible bugs that could befall the one-off, high-voltage prima donna.

The four-door Mission E is more compact than the Panamera, but it’s still quite comfortable for passengers in the back seat.

This is no stripped-down test mule. It has electric doors, windows, and seats. Its cockpit features five animated round instruments and a center stack tiled with one big touchscreen. The classy, glossy all-black electronic altar (not functional at the time of our encounter) is seamless, curved, and conveniently arranged, and it will be intuitive to use, according to Porsche. Today its functions are restricted to the push-button parking brake and the tiny three-step R-N-D gear-selector toggle. The ambience is clearly more iPad than rotary-dial telephone, but designers also applied classic luxury touches including supple leather with matching wood and metal accents.

The Mission E aspires to blend speed and effortlessness, a real-life range of 300 miles, and the ability to recharge to 80 percent in 20 minutes or less.

Despite the car’s low H-point and sloping roofline, the position of its two comfortable rear seats is surprisingly relaxed thanks to the so-called foot garage, a deep recess in the floorpan that splits the battery tray. “The production version is in essence a C-segment sedan with an almost D-size interior,” explains project leader Stefan Weckbach. “Visually, the car combines 911 overtones with fresh proportions and very good space utilization even though the Mission E is notably more compact than the Panamera.”

Step into the future: While its suicide doors are concept only, the luxe leather, wood, and metal accents will make it to the production version of the Mission E.

The Mission E also has a lap timer. “Why not?” says project engineer Michael Behr. “This car is smog-free but is also a hoot to drive thanks to the low center of gravity, the dedicated air suspension, and the precise steering. Make no mistake: This is a proper Porsche through and through.”

Speaking of proper Porsches, the all-new 911 GT2 RS production No. 0001 we’re also getting a chance to play with at the brand’s Weissach test facility is a brand-defining car. One look at its massive, single-decker rear wing, flared carbon-fiber sills, and protruding horizontal front spoiler is all it takes to understand that this is definitely not your neighbor’s 911. Its black and red color scheme and its three huge nasal air intakes are bound to guarantee more overtaking prestige than a pair of cop cars with lights flashing. All those louvers, ducts, splitters, aprons, skirts, and air blades scattered like a rash across its muscular body are designed to befriend the wind and placate the heat.

Inside this particular GT2 RS is a driver-focused environment. The ultimate 911 has no rear seats, which are swapped out for a standard titanium rollcage. The manual seat adjustment doesn’t even extend to the backrest, but the fragile-looking, thinly padded single-piece bucket feels tailor-made in the way it holds the torso and supports the thighs. There’s no radio or air-conditioning, no navigation or Sport Chrono bubble on the dashboard. All of that is more than OK with us. (Most options can be added if you so desire.)

It’s a car that can practically be operated with your eyes closed for anyone who’s driven a modern 911. The shift paddles made of carbon fiber instead of cold metal are part of the Weissach pack, fitting given the day’s location. They’re tucked behind the fully adjustable Alcantara-swathed steering wheel, which sports a much thicker rim and enough clearance for the longest legs. The two red stripes on the polished PDK transmission shifter gate were used before on the 911 R, and there’s a silver Weissach plaque affixed to the glove-box door. The dashboard layout might be ancient, but everything is still exactly where it should be.

Phenomenal midrange punch and explosive full-throttle acceleration in fourth and fifth gear.

While the man with a laptop runs final tests on the ECU of the Mission E, can I please go play with the GT2 RS? Yes, I’m going to take it easy—at least until the tires reach their working temperature.

Runnin’ down a dream: Unlike what is found inside the well-appointed Mission E, the GT2 RS cockpit is decidedly spartan, but there’s still plenty of room for two.

The red belt snaps into a buckle that sticks out like a small plastic tongue. The dashboard is pure 911 with a twist: When you start the engine, a GT2 RS pictogram shows up briefly in the display to the right of the rev counter. Treading lightly for three laps provides a welcome opportunity to reacquaint myself with the Weissach track, built in 1972. Even the long variant is a short circuit with 13 corners, but because of the great variety of crests, climbs, descents, radii, and surfaces, the roller-coaster drive invariably advances pulse rates.

I know all the numbers, and I’ve been in this car before. And yet flooring the accelerator for the first time in the most powerful 911 ever—managing its mighty forward thrust as the engine plays its delightful flat sextet through its titanium exhaust—is a challenge that requires the complete attention of all your senses. This is a car that couldn’t care less about mere progress, testing the midrange waters, cornering at 70 percent, or braking way before the experience gets interesting. It begs to be whipped—hard.

The nature of Weissach’s miniature Nordschleife layout makes it easy to warm up the massive ultra-high-performance tires. Early on, the front end likes to understeer when entering the circuit’s two tightest kinks, and the ABS feels compelled to step in early. Since it takes braver men than me to deactivate PSM, the rear end contributes only the odd exit wriggle during the temperature-building process. As near-maximum grip manifests itself, the handling balance becomes so sweet and subtle it gives you the chills.

I’m braking later and later now, moving ever closer to the apexes. The secret of superfast progress in the GT2 RS is to let the torque do its job, unwind lock early, keep the revs high, and trust PSM to sort things out on exit even if the second turbo hammer comes down with a bang. It’s also essential to keep a firm grip on the wheel through every transverse ridge, painted curb, and expansion joint. My biggest double dare of the day was to keep the hoof firmly planted from the exit of Weissach’s last bend to the point of no return prior to the first right-hander. Wide-eyed, I briefly saw 169 mph before stomping on the brakes. Next thing I remember was a flag, three stern-looking faces, and an unhappy cleaner who had to start all over again.

While the GT2 RS displays its brilliance lap after lap, the Mission E concept shows flashes of promise. Porsche just started road-testing the first two Panamera-based prototypes, and although the chassis of this rolling exhibition piece will bear little resemblance to the finished product, all essential functions are already working to rule. The steering is sharp, the suspension inspires confidence, the tires stick, the brakes are more than merely competent, and the solitary electric motor kicks butt up to 75 mph. From what we can tell so far, Porsche’s first all-electric vehicle will not compromise driving pleasure. The production plan is to make this car a more committed and rewarding drive than a top-spec Tesla Model S while exhibiting unconditional repeatability at the same time—meaning the batteries and the motors must not heat up excessively. The cell chemistry and single, highly complex cooling circuit must cope with recurrent full discharge cycles. And hourlong, high-speed autobahn driving sessions must not dramatically shrink the range.

It’s easy to get carried away in the GT2 RS at the Weissach test facility—as easy as it is to be impressed by the Mission E.

According to those in the know, Porsche is definitely considering three Mission E models tentatively rated at 300 kW/402 hp, 400 kW/536 hp, and 500 kW/670 hp with badging that will mirror current lineup offerings. All-wheel drive will initially be standard equipment, but Porsche might later offer an entry-level rear-drive version. The front-wheel-drive module reportedly delivers 160 kW/215 hp at 16,000 rpm with a constant peak torque of 221 lb-ft. At full boost, Porsche can briefly claim some 325 lb-ft. There are two different specifications in the works for the rear-drive unit. While the base motor is rated at 240 kW/322 hp and 251 lb-ft, the performance version is good for 320 kW/429 hp and 406 lb-ft, sources say. The two-speed transmission is being developed to allow for full-throttle upshifts, and an electronically controlled limited-slip rear differential will be an option.

There’s nothing theoretical about the GT2 RS, which like the GT3 features rear-wheel steering, plus Porsche’s PASM active damper system (the Sport setting is too firm for all but perfect roads) and carbon-ceramic brakes. Its combination of power, torque, and amazingly impressive handling make it the most effective track car in Porsche’s lineup, including the other models that carry the GT designation. It’s a stark representation of everything Porsche knows about producing quick lap times, short of moving the engine in front of the rear axle as Porsche Motorsport has done with the latest top-dog 911 RSR race car.

Expect the Mission E to be priced between the Cayenne and Panamera and in the neighborhood of the least expensive Tesla Model S—in the $75,000 to $80,000 range.

Lap times aside, it is understandable that plenty of folks will focus their attention and excitement on the twin-turbo powerhouse that growls, roars, shrieks, and yells beneath a carbon-fiber lid. Despite the phenomenal midrange punch and explosive full-throttle acceleration in fourth and fifth gear, the real hell-breaks-lose effect concentrates on the final 1,200 rpm compressed between 6,000 rpm and the rev limiter. There is simply no letup from the flat-six as it beams the car toward 180, 190, 200 mph.

The Mission E, on the other hand, will never be a Vmax hero, although it won’t be a slouch, either, with 0-60-mph times in the mid-3-second range for the quickest model with a 155 mph top speed. This car aspires to blend speed and effortlessness, comfort and charisma, minimum noise and maximum response, a real-life range in the neighborhood of 300 miles, and the ability to recharge the batteries to at least 80 percent capacity in 20 minutes or less. The battery’s energy cells can be charged with an 800-volt capacity (a first for a production automaker) or 400-volt setup. Synchronous motors with permanent magnets will enable superior continuous performance and repeatability while weighing less with more compact dimensions.

Expect the Mission E to be priced between the Cayenne and Panamera and in the neighborhood of the least expensive Tesla Model S, so figure in the $75,000 to $80,000 range to start. While Porsche’s original goal was to build around 20,000 of the high-end EVs per year, the unusually from Performance Junk Blogger 6 http://ift.tt/2pHwGoh via IFTTT

[jonathanbelloblog]

Dream Day: 2018 Porsche 911 GT2 RS and 2020 Porsche Mission E

The track is still moist in spots, the marbles on both sides of the racing line shout “caution,” and the maintenance squad has begun to steam clean the roadside drainage system. Tension is in the air as we approach today’s subject. Only three people have driven this car so far without a watchdog in the passenger seat. I’ll be number four.

Over the last 24 months, Porsche’s hand-built, electric-powered sport sedan—the metallic white Mission E that’s charged fully and ready to roll—has clocked less than 200 miles, most of them until today on the Portimão circuit in Portugal. To drive it, you need permission from the board of directors and a highly specialized crew trained to deal with the bytes and possible bugs that could befall the one-off, high-voltage prima donna.

The four-door Mission E is more compact than the Panamera, but it’s still quite comfortable for passengers in the back seat.

This is no stripped-down test mule. It has electric doors, windows, and seats. Its cockpit features five animated round instruments and a center stack tiled with one big touchscreen. The classy, glossy all-black electronic altar (not functional at the time of our encounter) is seamless, curved, and conveniently arranged, and it will be intuitive to use, according to Porsche. Today its functions are restricted to the push-button parking brake and the tiny three-step R-N-D gear-selector toggle. The ambience is clearly more iPad than rotary-dial telephone, but designers also applied classic luxury touches including supple leather with matching wood and metal accents.

The Mission E aspires to blend speed and effortlessness, a real-life range of 300 miles, and the ability to recharge to 80 percent in 20 minutes or less.

Despite the car’s low H-point and sloping roofline, the position of its two comfortable rear seats is surprisingly relaxed thanks to the so-called foot garage, a deep recess in the floorpan that splits the battery tray. “The production version is in essence a C-segment sedan with an almost D-size interior,” explains project leader Stefan Weckbach. “Visually, the car combines 911 overtones with fresh proportions and very good space utilization even though the Mission E is notably more compact than the Panamera.”

Step into the future: While its suicide doors are concept only, the luxe leather, wood, and metal accents will make it to the production version of the Mission E.

The Mission E also has a lap timer. “Why not?” says project engineer Michael Behr. “This car is smog-free but is also a hoot to drive thanks to the low center of gravity, the dedicated air suspension, and the precise steering. Make no mistake: This is a proper Porsche through and through.”

Speaking of proper Porsches, the all-new 911 GT2 RS production No. 0001 we’re also getting a chance to play with at the brand’s Weissach test facility is a brand-defining car. One look at its massive, single-decker rear wing, flared carbon-fiber sills, and protruding horizontal front spoiler is all it takes to understand that this is definitely not your neighbor’s 911. Its black and red color scheme and its three huge nasal air intakes are bound to guarantee more overtaking prestige than a pair of cop cars with lights flashing. All those louvers, ducts, splitters, aprons, skirts, and air blades scattered like a rash across its muscular body are designed to befriend the wind and placate the heat.

Inside this particular GT2 RS is a driver-focused environment. The ultimate 911 has no rear seats, which are swapped out for a standard titanium rollcage. The manual seat adjustment doesn’t even extend to the backrest, but the fragile-looking, thinly padded single-piece bucket feels tailor-made in the way it holds the torso and supports the thighs. There’s no radio or air-conditioning, no navigation or Sport Chrono bubble on the dashboard. All of that is more than OK with us. (Most options can be added if you so desire.)

It’s a car that can practically be operated with your eyes closed for anyone who’s driven a modern 911. The shift paddles made of carbon fiber instead of cold metal are part of the Weissach pack, fitting given the day’s location. They’re tucked behind the fully adjustable Alcantara-swathed steering wheel, which sports a much thicker rim and enough clearance for the longest legs. The two red stripes on the polished PDK transmission shifter gate were used before on the 911 R, and there’s a silver Weissach plaque affixed to the glove-box door. The dashboard layout might be ancient, but everything is still exactly where it should be.

Phenomenal midrange punch and explosive full-throttle acceleration in fourth and fifth gear.

While the man with a laptop runs final tests on the ECU of the Mission E, can I please go play with the GT2 RS? Yes, I’m going to take it easy—at least until the tires reach their working temperature.

Runnin’ down a dream: Unlike what is found inside the well-appointed Mission E, the GT2 RS cockpit is decidedly spartan, but there’s still plenty of room for two.

The red belt snaps into a buckle that sticks out like a small plastic tongue. The dashboard is pure 911 with a twist: When you start the engine, a GT2 RS pictogram shows up briefly in the display to the right of the rev counter. Treading lightly for three laps provides a welcome opportunity to reacquaint myself with the Weissach track, built in 1972. Even the long variant is a short circuit with 13 corners, but because of the great variety of crests, climbs, descents, radii, and surfaces, the roller-coaster drive invariably advances pulse rates.

I know all the numbers, and I’ve been in this car before. And yet flooring the accelerator for the first time in the most powerful 911 ever—managing its mighty forward thrust as the engine plays its delightful flat sextet through its titanium exhaust—is a challenge that requires the complete attention of all your senses. This is a car that couldn’t care less about mere progress, testing the midrange waters, cornering at 70 percent, or braking way before the experience gets interesting. It begs to be whipped—hard.

The nature of Weissach’s miniature Nordschleife layout makes it easy to warm up the massive ultra-high-performance tires. Early on, the front end likes to understeer when entering the circuit’s two tightest kinks, and the ABS feels compelled to step in early. Since it takes braver men than me to deactivate PSM, the rear end contributes only the odd exit wriggle during the temperature-building process. As near-maximum grip manifests itself, the handling balance becomes so sweet and subtle it gives you the chills.

I’m braking later and later now, moving ever closer to the apexes. The secret of superfast progress in the GT2 RS is to let the torque do its job, unwind lock early, keep the revs high, and trust PSM to sort things out on exit even if the second turbo hammer comes down with a bang. It’s also essential to keep a firm grip on the wheel through every transverse ridge, painted curb, and expansion joint. My biggest double dare of the day was to keep the hoof firmly planted from the exit of Weissach’s last bend to the point of no return prior to the first right-hander. Wide-eyed, I briefly saw 169 mph before stomping on the brakes. Next thing I remember was a flag, three stern-looking faces, and an unhappy cleaner who had to start all over again.

While the GT2 RS displays its brilliance lap after lap, the Mission E concept shows flashes of promise. Porsche just started road-testing the first two Panamera-based prototypes, and although the chassis of this rolling exhibition piece will bear little resemblance to the finished product, all essential functions are already working to rule. The steering is sharp, the suspension inspires confidence, the tires stick, the brakes are more than merely competent, and the solitary electric motor kicks butt up to 75 mph. From what we can tell so far, Porsche’s first all-electric vehicle will not compromise driving pleasure. The production plan is to make this car a more committed and rewarding drive than a top-spec Tesla Model S while exhibiting unconditional repeatability at the same time—meaning the batteries and the motors must not heat up excessively. The cell chemistry and single, highly complex cooling circuit must cope with recurrent full discharge cycles. And hourlong, high-speed autobahn driving sessions must not dramatically shrink the range.

It’s easy to get carried away in the GT2 RS at the Weissach test facility—as easy as it is to be impressed by the Mission E.

According to those in the know, Porsche is definitely considering three Mission E models tentatively rated at 300 kW/402 hp, 400 kW/536 hp, and 500 kW/670 hp with badging that will mirror current lineup offerings. All-wheel drive will initially be standard equipment, but Porsche might later offer an entry-level rear-drive version. The front-wheel-drive module reportedly delivers 160 kW/215 hp at 16,000 rpm with a constant peak torque of 221 lb-ft. At full boost, Porsche can briefly claim some 325 lb-ft. There are two different specifications in the works for the rear-drive unit. While the base motor is rated at 240 kW/322 hp and 251 lb-ft, the performance version is good for 320 kW/429 hp and 406 lb-ft, sources say. The two-speed transmission is being developed to allow for full-throttle upshifts, and an electronically controlled limited-slip rear differential will be an option.

There’s nothing theoretical about the GT2 RS, which like the GT3 features rear-wheel steering, plus Porsche’s PASM active damper system (the Sport setting is too firm for all but perfect roads) and carbon-ceramic brakes. Its combination of power, torque, and amazingly impressive handling make it the most effective track car in Porsche’s lineup, including the other models that carry the GT designation. It’s a stark representation of everything Porsche knows about producing quick lap times, short of moving the engine in front of the rear axle as Porsche Motorsport has done with the latest top-dog 911 RSR race car.

Expect the Mission E to be priced between the Cayenne and Panamera and in the neighborhood of the least expensive Tesla Model S—in the $75,000 to $80,000 range.

Lap times aside, it is understandable that plenty of folks will focus their attention and excitement on the twin-turbo powerhouse that growls, roars, shrieks, and yells beneath a carbon-fiber lid. Despite the phenomenal midrange punch and explosive full-throttle acceleration in fourth and fifth gear, the real hell-breaks-lose effect concentrates on the final 1,200 rpm compressed between 6,000 rpm and the rev limiter. There is simply no letup from the flat-six as it beams the car toward 180, 190, 200 mph.

The Mission E, on the other hand, will never be a Vmax hero, although it won’t be a slouch, either, with 0-60-mph times in the mid-3-second range for the quickest model with a 155 mph top speed. This car aspires to blend speed and effortlessness, comfort and charisma, minimum noise and maximum response, a real-life range in the neighborhood of 300 miles, and the ability to recharge the batteries to at least 80 percent capacity in 20 minutes or less. The battery’s energy cells can be charged with an 800-volt capacity (a first for a production automaker) or 400-volt setup. Synchronous motors with permanent magnets will enable superior continuous performance and repeatability while weighing less with more compact dimensions.

Expect the Mission E to be priced between the Cayenne and Panamera and in the neighborhood of the least expensive Tesla Model S, so figure in the $75,000 to $80,000 range to start. While Porsche’s original goal was to build around 20,000 of the high-end EVs per year, the unusually from Performance Junk Blogger Feed 4 http://ift.tt/2pHwGoh via IFTTT

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First Drive: 2017 Ram Power Wagon

LAS VEGAS, Nevada — My brain kept telling itself “7,000-pound trucks shouldn’t be able to do that” as it witnessed yet another 2017 Ram Power Wagon scamper up a series of steep, rocky hillsides at Nevada’s Valley of Fire State Park with the poise and confidence of a (very fat) mountain goat.

Were this most any other truck, my brain would have been right: 20-foot-long, full-size trucks that weigh as much as the Power Wagon should not, in fact, able to do that. Especially with random automotive journalists behind the wheel, some of whom had never so much as seen a trail let alone wheeled up one before. But the Ram 2500-based Power Wagon is far from most trucks, and every last one of them made it up the fairly challenging rock path unscathed.

For starters, most trucks don’t come from the factory wearing 17-inch wheels with 33-inch Goodyear Wrangler Duratrac tires. The Jeep fanatics over at our sister publication JP Magazine put more than 12,000 miles on a set and found the Duratracs to be great “for a daily-driven weekend warrior” — a description that fits the Power Wagon to a tee. During our drive, traction issues only came up on a particularly soft and sandy uphill, where carrying enough speed going into the hill matters more than having the right tire. Road noise that can mistake your truck for an attacking German Stuka dive-bomber at freeway speeds is often a tradeoff one must make when adding capable off-road tires, but the Power Wagon’s Goodyears proved luxury car-quiet during our on-road drive.

Ram left the regular 2500’s twin-piston 14.2-inch front and 14.1-inch rear brakes alone for the Power Wagon, but they’re about the only bit between the body and the ground that wasn’t updated in some form. In place of the standard Ram’s solid front and rear anti-roll bars are electronically disconnecting units, dubbed the “Smart Bar,” that can be disconnected with the push of a button in 4HI and 4LO at speeds of up to 18 mph. The Smart Bars provide the truck with extra articulation (up to 26 inches of it) while crawling off-road without sacrificing on-road stability.

Also contributing to the Power Wagon’s articulation capabilities is Ram’s so-called “Articulink,” which is an extra bushing in the front control arm that gives the solid front axle the ability to twist more over uneven terrain. The Power Wagon keeps the standard 9.25-in front axle, but its rear axle, measuring 11.5-in, is an inch thicker. The rear also receives stronger rear axle shafts, which measure 38 millimeters in diameter.

Keeping the axles attached to the Power Wagon’s body is a unique suspension consisting of a set of Bilstein shocks and revised coil springs that provide 2.3-inches of lift over stock. As a result, the Power Wagon boasts pretty impressive approach, departure, and breakover angles of 33.6, 26.2, and 23.5 degrees, respectively.

The retention of the coil spring rear setup ensured that the Power Wagon kept the Ram’s smooth on-road behavior that all but eliminates freeway hop, but the extra demands on the suspension reduce the truck’s work ability to that of a light duty truck. Maximum payload is limited to 1,510 pounds while towing capacity drops to 10,030 pounds — still more than plenty for a pair of dirt bikes in the bed and a toy hauler on the hitch.

In the middle of each axle is an electronically locking differential, with the front locker an industry exclusive (at least until the launch of the Chevrolet Colorado ZR2). Without these lockers, which are operated with a simple dial on the center stack, the Power Wagon would just spin its loose wheels instead of making it up imbalanced rocky trails or sandy paths with the power of the planted ones, as an unlocked differential would send all power to the wheel that offers no resistance.

Sitting between the axles is the second-to-last key ingredient in the Power Wagon formula, the Borg-Warner BW 44-47 manual transfer case, which is operated the old fashioned way with a lever in the floor. In addition to switching modes between 2WD, 4HI, and 4LO, the transfer case works with the six-speed automatic and 6.4-liter Hemi V-8 to enable the Power Wagon’s Hill-descent control (HDC) system. HDC works only in 4LO and is controlled via the shift buttons on the gearshift lever, each press adding or subtracting 0.6 mph of speed. It worked exactly as promised when it was time to head down a steep hill and never made us feel like gravity was about to take matters into its own hands.

The experience was similarly comfortable on the way up the hill, with the eight-cylinder’s plentiful low-end torque — output peaks at 410 hp and 429 lb-ft of torque, more than enough for road duty — keeping things moving steady as we climbed up the steep, sandy incline.

Last but certainly not least is the integrated Warn winch. Rated to pull 12,000 pounds, fitted with a 125-foot cable, and bolted directly to the frame, the Power Wagon’s winch will surely prove to be a useful tool for any frequent off-roader. Given the Power Wagon’s capabilities, it will most likely be used to rescue another wheeler, as was demonstrated to us with the aid of an exo-cage-equipped Toyota 4Runner. There’s always the chance you’ll turn a wheel wrong and will need to pull yourself out using a tree or another rig as an anchor. Getting a Power Wagon stuck may be no easy feat, but where there’s a will, there’s a way.

The only downside to the winch? It’s part of the reason why the Power Wagon is not available with the 6.7-liter Cummins diesel I-6. There simply isn’t enough space behind the bumper for the diesel and its hardware with the winch in place. Alas.

All of this capability has been on offer since the current generation Power Wagon arrived in 2014 as all changes for 2017 are purely cosmetic. On the outside, these consist of a new grille that imitates the Ram 1500 Rebel’s, powdercoated front and rear bumpers, 1979 Dodge Macho Power Wagon-inspired side decals, and a 324-point font “Ram” badge on the tailgate accompanied by a large “Power Wagon” graphic. Inside, the seats receive Power Wagon logos on the bolsters and headrests and some different color combinations. It’s a mild freshening but give credit where credit is due, the 2017 Power Wagon does look significantly cooler than the 2014-2016 variant.

Given the myriad updates to the Power Wagon, you might be asking: “What’s the catch?” Well, thanks to advances in modern technology, there really isn’t one except the financial one. Today’s trucks are more comfortable and luxurious than ever before, so no creature comforts have to be sacrificed in the name of capability, but they also happen to be fairly expensive.

The 2017 Ram Power Wagon starts at $53,015. With the $4,995 “Leather and Luxury Group” option checked, the Power Wagon is no less luxurious than a Ram 2500 Laramie, receiving leather seats, a nine-speaker Alpine stereo, 8.4-inch Uconnect screen, heated front seats, and more. The Power Wagon can (and should) also be had with the Rambox for an extra $1,295, although with all the optional goods tacked on you’re looking at close to a $60,000 truck.

Those interested in just the off-road bits can order a Ram 2500 Tradesman 4×4 with the $7,950 “Power Wagon Package,” so long as they select the crew cab and short box — the only configuration the Power Wagon is offered in. The package also adds another $500 for the 6.4-liter engine option, bringing the Tradesman Power Wagon’s tag to $48,315 — still a bit pricey, but a decent discount over the full blown Power Wagon.

Regardless of how you decide to option up your Power Wagon, you’ll get a truck that you’ll be more than happy to use as weekday conveyance while you plan out your next off-road adventure knowing that you have one of the most capable factory rock-crawlers on the market. At least until the Jeep Wrangler pickup arrives.

2017 Ram Power Wagon Specifications

ON SALE Now PRICE $53,015 (base) ENGINE 6.4L OHV 16-valve V-8/410 hp @ 5,600 rpm, 429 lb-ft @ 4,000 rpm TRANSMISSION 6-speed automatic LAYOUT 4-door, 6-passenger, front-engine, 4WD truck EPA MILEAGE N/A L x W x H 237.3 x 79.1 x 81.0 in WHEELBASE 149.3 in WEIGHT 6,996 lb 0-60 MPH 8.5 sec (est) TOP SPEED 99 mph

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