Specs

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Andrew Nabors – December 28, 2021

991 Porsche 911 GT3 RS Specs, Prices, Photos & Review

Porsche 911 GT3 RS Review As if the GT3 was not impressive enough, the 991 Porsche GT3 RS specs manage to exceed those of its predecessor. A purely performance-focused model, this mighty Porsche seems to defy the laws of physics. Designed specifically for track-use, an epic Nürburgring track finish time of 6:56.4 still manages to shock race car enthusiasts around the world. To achieve this feat, Porsche designers maintained all of the best aspects of the former GT3, but modified areas such as the engine and homed in on reducing drag with aerodynamic components. It is the ultimate example of the Porsche 991.2 chassis, with more downforce than any previous GT3. Driving a new Porsche 911 GT3 RS is not for the faint of heart. The uninitiated will call the suspension stiff, and they will be in search of flat pavement. The 2-stage coil springs and ball-joint connections offer no compliance or apologies. The steering wheel responds with the precision of a scalpel, one that is stronger than your arms can support. Still, these are features and aspects that drivers look for in a performance sports car, supercar, or even race car. Simply put, the 911 GT3 is a perfect vehicle for those looking to test their limits as a driver and experience the true power of Porsche. Porsche 911 GT3 RS Design The design of the Porsche 911 GT3 RS remained true to the overall look, feel, and performance of the GT3 line. An increased focus on aerodynamics and a decreased curb weight contribute to a slightly sportier and sleeker outward appearance. A low sloping hood, large rear spoiler, and muscular back end all ensure that the GT3 RS certainly represents the trends and styling made popular by the Porsche brand throughout its iconic history. Still, this track-focused vehicle maintains many of the most renowned traits possessed by top race cars. Carbon fiber fenders, aluminum doors, and a magnesium hood all work to lower the center of gravity. What's so great about the 911 GT3 RS is that it's a true evolution of the standard 911. While looking at it, you can clearly see that it's inspired by the 911, but there's so much more. Its aggressive styling and elongated appearance give the 911 GT3 RS a one-of-a-kind appearance that allows it to truly stand out in Porsche's lineup. If you're a fan of Porsche but want something that stands out amongst any crowd, the 911 GT3 RS is for you. Porsche 911 GT3 RS Engine Unlike the GT2 and GT2 RS models that rely heavily upon their turbocharged engines, the Porsche GT3 RS hp is drawn from a naturally aspirated, 4.0-liter flat-six engine. Enhancements made to this already impressive engine allow the 911 GT3 RS to put forth a total production of 520 horsepower and 346 lb-ft of raw torque power. These modifications paired with other performance-boosting changes allow the Porsche GT3 RS 0 to 60 acceleration speed to come in at 3 seconds flat, a 0.2-second decrease from that of the base GT3 vehicle. Meanwhile the Porsche 911 GT3 RS top speed comes in at 193 MPH. The sound of a flat-six at 9,000 rpm will melt the hearts of man and beast alike. Forged titanium internals and a solid valve train are straight from the racetrack. Perhaps the most rewarding feature of the Porsche 911 GT3 RS engine is the way it delivers power. The linear powerband is that of an engine that is ready for fun. Solid tappets sing an age-old song, with precise control of every valve event. You don't jump in and drive, the oil and transmission need to be warmed up with ease. Once the car is ready, it will allow you to lap the Nurburgring in 6:56.4 with a top speed of 194 mph. Porsche 911 GT3 RS Transmission In previous examples, Porsche vehicles afford you the choice between a manual or an automatic transmission. Known as TipTronic, the Porsche automatic transmission was inefficient and heavy. The Porsche 911 GT3 RS PDK 7-speed dual-clutch transmission is a somewhat unexpected inclusion as many track-focused vehicle designers opt for sequential gearboxes. In recent years, however, many top sports car manufacturers have begun to opt for dual and semi-automatic transmissions over the conventional manual renditions to provide smoother acceleration. A dual-clutch transmission, like the PDK, is also better equipped to handle the screaming RPMs found in these high-performance vehicles. PDK literally stands for Porsche Double Coupling or dual-clutch. Even and odd-numbered gears have their own clutch, so shifting is faster than any human. And that's what allows the Porsche GT3 RS 0-60 time be so low. Those that long for three pedals will realize the convenience of shifting with the paddles. Before each gear shift, the next gear is already engaged on the free-wheeling input shaft. So in less than 10 milliseconds one clutch releases, the throttle drops to the new rpm, and the other clutch engages. In a twinkling of an eye, your journey continues. Porsche 911 GT3 RS Brakes With the capacity to hit maximum speeds of up to 193 MPH, being able to stop quickly is crucial for both safety and performance. To ensure that you can reduce the level of speed in the GT3 RS, Porsche equipped their latest model with 6-piston aluminum calipers on the front axle and 4-piston aluminum calipers in the rear. The standard brake system for the GT3 RS is already a powerful one, but an included brake booster and 380 mm cross-drilled composite discs ensure that braking is rapid and effective in any weather scenario. These robust and lightweight brakes allow the car to go from top speed, back to zero, in just 6.5 seconds. Cast iron rotors are available for competition cars, but at 15", the balance and handling of the car is altered by the addition of more unsprung weight. 991 and 991.2 GT3 RS Differences While these two generations include "991," they are quite different. The exterior of both are similar, but the 991.2 has a redesigned front-end, hood rear wing and rear. Porsche also updated the interior to give the 991.2 a more updated look across its entirety, technology included. As for the drive itself, the 991.2 offers a stiffer drive and the engine was given an update. There's definitely enough differences between the two that allow them to stand apart, with visuals being the most apparent. Porsche 911 GT3 RS Specs: Engine: 4.0-liter Flat SixHorsepower: 520 hpTorque: 346 lb-ft0-60 mph: 3.0 secondsTop Speed: 193 mphPrice: $187,500Transmission: 7-Speed Dual Clutch Porsche 911 GT3 RS Interior Sophisticated and minimalistic are the best terms to describe the inside of this luxurious vehicle. Unlike typical luxury Porsche vehicles, the Porsche 911 GT3 RS interior does not include over-the-top and unnecessary features. Instead, the low-slung sports seats take the center stage. A classic center console provides all of the functionality warranted by a top-of-the-line race car without high-tech additions such as TFT systems or weighty materials which all contribute to much higher curb weight. This does not mean luxury is non-existent, however, dressed in leather with contrasting stitching, the cockpit is as fierce as the Porsche 911 GT3 RS's performance. The only standard equipment is power windows. It would cost Porsche more to develop window cranks and new regulators. Air Conditioning, radio, and entertainment are all optional. Without them, you will save 250 lbs, which could make or break your lap times. Without sound and heat insulation, it is literally a blast from the past. Such visceral sounds and feelings are not unlike the experience of a 964 or 930. Forgive us for being cliche in this circumstance, but perhaps modern cars are too soft. Porsche 911 GT3 RS Price The 2019 Porsche GT3 RS price is around $188,550 MSRP (including delivery and processing charges) if you opt for the bare bones base model. There are several upgrades offered by Porsche for this model. From special colors like the Lizard Green noted in the launch photos to black wheels, carbon fiber trim all the way down to the lightweight Weissach package to decrease curb weight, each option raises the price. Someone who enjoys GT3 racing and homologated street-beasts. Much like an orchid that only blooms every few years, the Porsche 911 GT3 RS specs are only seen for brief periods. They understand their buyers, and that the market for race cars is tiny and crowded. Many of them are destined for hot laps around the world, so we'll see the next version in 2 or 3 years. The Porsche 911 GT3 RS retail price is determined by "Special Wishes" and the Weissach Package. While the first involves paint and customization options from the Exclusive department. The latter is designed for all-out track performance. For only $18,000 the aforementioned Weissach Package. Their goal was to shed the Porsche 911 GT3 RS weight by 40 lbs, and thanks to exposed carbon fiber they were able to drop 38 lbs. Another 25 lbs can be shed by opting for the magnesium wheels. These are specific to the GT3 RS, and they add an additional $5,000 to the price. Porsche 911 GT3 RS Standout Features The Porsche 911 GT3 RS is a one-of-a-kind Porsche. With its epic lap finish times the Porsche GT3 RS horsepower, this car is ready to steal the show on any race track. While its top speed nears the 200 MPH mark, this race car is more than your ordinary fast car. Decreased drag, a low curb weight, and impeccable suspension are at your command. Perhaps the most outrageous option on any car, the Weissach Package is $18,000. The forged magnesium wheels make up $13,000 to save 25 lbs. Another 38 lbs is saved inside and out by extensive use of carbon fiber. As such, the Weissach cars will be more collectible. The best feature is the seats borrowed from the 918 Spider, light and comfy. Always staying ahead of the curve, literally, the sway bars are carbon fiber and rear-wheel steering keeps the car planted in hard turns. And, the most standout feature of the 911 GT3 RS, visually, has to be the massive rear wing. This unmistakable component gives the GT3 RS a much more pronounced appearance than its wingless brethren. You can handle every winding curve and straight stretch of a track without hesitation. Likewise, the Porsche 911 GT3 RS is a track-focused race car without turbos or even interior door handles. All of these traits conjoined make the Porsche 911 GT3 RS an innovative track-only race car. The most obvious features are aerodynamics. From the fender vents, spoilers and intakes, the Porsche GT3 RS specs are not shared with any other model. Sell My Porsche 911 GT3 RS: Get a Cash Offer Porsche 911 GT3 RS For Sale " width="680"> Image Source: Porsche

By Andrew Nabors – June 05, 2020

Porsche 993 Price, Specs, Photos, & Review

Porsche 993 Price Evolution is supposed to be a gradual process, but Porsche packed 50 years of innovation into their 993 series 911 models. The limited-run lasted only 1995 to 1998, and it brought the 911 into the modern age. That is why many Porsche purists run the 993 series as the basis for their collection. If you are considering Porsche 993 for sale, follow along with us for a synopsis of these four model years in order to make an informed decision. Allow us to take you on a quick tour of what the Porsche 993 911 has to offer. As their last air-cooled model, the Porsche 993 MSRP to be a fraction of the car's modern value. Adjusted for inflation it would have been one of the best investments of the decade. Porsche 911 Carrera Carrera S: the wide rear quarter panels are easy to see As their entry-level offering, the Carrera appealed to the naturally aspirated masses. If you are considering a Porsche 993 911 for sale. It was offered in coupe, convertible, and Targa bodies, in narrow or widebodies. The latter was only offered on the Turbo and S versions. A widebody Porsche 911 Carrera S makes an impression from a mile away, and the traction offered by the wider rubber is fun in any situation. Porsche Carrera 993 Specs: Horsepower: 268 (1995) 286(96-97)Torque (lb-ft): 2430-60 mph (seconds): 4.70-100 mph (seconds): 12.11/4 Mile: 13.4 @ 104 mphWeight (lbs): 3,080Production: 22,271 Porsche 993 Carrera Buyers Guide Porshce 993 Review The Porsche 993 911 Cabriolet offers a powered hand-stitched soft top along with an automatic wind deflector. Be sure to check the seams and operation of the top if you are considering a Porsche 993 Carrera for sale. The Carrera 4 and Carrera 4S models were the first to offer torque vectoring. Both the front and rear differentials would cut power to the inboard wheels while cornering. The center differential was a viscous coupling. It didn't need complex electronics because the torque bias was fixed. Although never legally imported, the Porsche 993 Carrera RS was a stripped out model aimed at racing, and the 993 RS Clubsport lacked heat, A/C, radio, and upholstery. Porsche didn't see a profit model in importing them, but they offer every part of the Carrera RS package so you can build one yourself. Driving a 993 is light-years of any predecessor. It was a clean-sheet design that allowed the ancient torsion bars to be replaced by a 5-link rear suspension. No matter how hard you push into a corner, the camber and toe remain constant. The days of the widowmaker were finally over thanks to incredible chassis strength along with swaybar matched to the first-order harmonics of the body. Porsche 993 Specs Building on the reinforced chassis of the 993 convertible, the 993 Targa arrived in 1996. It shocked the world with a glass roof that could retract under the rear glass. Targas offer the open-air feeling of a convertible with the closed cockpit of the coupe. Like many other motorized hardtops, they will require more maintenance than a coupe. This includes special weatherstrips and inspection of the top mechanism on a periodic basis. For non-turbo cars, the Porsche 993 Carrera Porsche 993 Specs: Price: $63,750 Horsepower: 282 Torque (lb-ft): 250 0-60 mph (seconds): 5.9 1/4 Mile: 14.3 @ 101 mph Weight (lbs): 3,249 Porsche 993 Targa Buyers Guide Because weight was increased while using the base model engine, the Targa is not optimal for motorsports. They make great cruisers and their limited production has allowed them to become sought after. If you like the best of both convertibles and coupes, the Porsche 993 Targa for sale should be considered. Porsche 993 Engine By far, the most well-known 911 of this era is the Porsche 993 Turbo. Every example arrived with All Wheel Drive and a wide body. An evolution of Mezger's 964 engine, the 3.6 liter sported twin turbos, intercoolers, and catalytic converters. This allowed it to be one of the cleanest burning sports cars of the 90s. As the final air-cooled Porsche 911 Engine, it is a magnesium masterpiece cooled by oil and a massive fan pulling air up past the horizontal cylinders. Issues that plagued its predecessors like leaky pushrod tubes and solid tappets. Knowing full well that upcoming emissions standards would require water cooling, the cams and valves were optimized for a grand finale. In ideal form, a Porsche 993 GT2 engine offers 465 horsepower and 494 lb-ft of torque. Porsche Turbo 993 Specs: Price: $105,500 Horsepower: 402 Torque (lb-ft): 398 0-60 mph (seconds): 3.6 1/4 Mile: 12.1 @ 113 mph Weight (lbs): 3,307 Porsche 993 Turbo Buyers Guide Porsche 993 Transmission For 1997-98, the transmission's input shaft was revised to handle AWD launches, and the engine computer was able to be reprogrammed for the first time. If you are looking for Porsche 993 Turbo for sale, you should know they are the last air-cooled turbo models. They represent an end of an era in terms of interior and exterior design. The ever-complex entertainment and safety systems of the newer generations have added weight and complexity, so it makes the Porsche 993 transmission a time capsule back to a simpler time. It was the first Porsche to offer a six-speed manual. Sending power to rear or all wheels, it is a bulletproof box with a clutch that is easy and predictable. Although Porsche had considered an automatic, the Tiptronic 4-speed was the first 4-speed slushbox worthy of handling AWD. A conventional torque converter offered lock up on the highway and a sequential shifter. It made the cars 55 lbs heavier while appealing to a broader audience. Should you buy a Porsche 993 for sale, several aftermarket shops offer conversion kits to retrofit a manual gearbox. If you are looking for a Porsche 911 for sale, the Porsche 993 Turbo Cabriolet is among the most sought-after cars on the market, and that's why you deserve one. Porsche 993 Turbo Brakes Innovation never sleeps, so engineers while the Porsche 993 Turbo was arriving at dealers, a new engine upgrade package was being developed. The X50 power pack has larger turbos, intake and exhaust upgrades, and a new computer. This transformed the Porsche 993 Turbo into the Porsche 993 Turbo S. Because of the increased power, the Porsche 993 Turbo brakes are 12.6" at all corners. Using the latest in lighting technology, the fog lamps were reduced to projector lenses to integrate brake cooling ducts. Aimed at the front rotors, it prevented fade after many hot laps. To differentiate the cars from all lesser models, the interior was accented by carbon fiber, and the exterior had air intakes behind the doors. All Porsche 993 Turbo S examples have yellow brake calipers and quad-tip exhaust to further set them apart. If you can find, a Porsche 993 Turbo S for sale, it is a great investment. Porsche 993 GT2 Track days can be expensive if your car is not built for racing, so that is why the Porsche 993 GT2 makes a great platform for competition. In order to dominate the GT2 series, the AWD system was dropped, as it was banned in most racing classes. Only a handful of cars were built to homologate the racing versions, and they were rated at 465 horsepower and 494 lb-ft of torque. If you find a Porsche 993 GT2 for sale, dust off your helmet and dig out your fire suit. The ultimate version was the 1996 GT2 Evo. They are rated above 600 horsepower, but you might get lucky and find one that has been federalized. They are the ultimate Porsche for sale. Porsche 993 Interior While remaining spartan by modern standards, the Porsche 993 interior does offer all you need. Rear seats are perfect for small children, and the leather patterns evoke an evolution in comfort. Map pockets in the doors and a healthy glove box made for nice storage. The low center console makes the shifter the center of attention, but it lacks support for your right arm on long trips. Like all steering wheels of the 90's, it is big and almost comical. Climate controls are perfectly located at your right hand, while the Blankpunt tape deck is a throwback to an earlier time. Recaro seats hold you firmly in place, with the perfect blend of comfort and style. Without modern distractions it is easy to relax in any Porsche 993 interior. Porsche 993 Speedster Unlike the previous 964 series, Porsche only built two examples of the 993 Speedster. The first was a dark green 1995 Tiptronic model with 17" wheels, built for Dr. Porsche's 60th birthday. The 2nd example was a silver 1998 six-speed ordered by Jerry Seinfeld. Porsche 993 Standout Features Given the limited run between 1995 to 1998, the Porsche 993 for sale encompassed the most diverse lineup to-date. The model range consisted of Carrera Coupe & Cabriolet. Carrera 4 Coupe & Cabriolet, Carrera 4S, Targa, Turbo, Turbo S, and GT2. This diversity sparked an ever-wider range of models than has continued into modern times. Many driver safety features like ABS and airbags were years ahead of competitors, another reason why these cars are so highly valued. Sell My Porsche 911: Get a Cash Offer Browse Porsche 993 For Sale " width="680">

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