Porsche 911 GT3--Chicago Cars Direct HD
2007 Porsche 911 GT3 (997) test drive and walk around from Chicago Cars
The GT3 is the road-going basis of the world's most popular race car (more
than 1000 have been built since 1998). That makes it the pinnacle of the
Porsche production-car pyramid as well as the homologation special that
justifies the existence of the GT3 racing car. The secret to its split
personality is Porsche Active Suspension Management, or PASM, which allows
drivers to alter the dynamic character of the car by pushing a button to
modify the shock valving of the three-way adjustable Bilsteins. "You can
never be happy with one setup for both the road and the racetrack," Hartmut
Kristen, Porsche's director of motorsport, says from the pit wall while
Walter R"hrl rockets past in a screaming yellow GT3. "With PASM, we don't
have to compromise."
It's no coincidence that Porsche's motorsports honcho and a two-time World
Rally Champion helped develop the GT3. Unlike the Ferrari Enzo, the Bugatti
Veyron, and the Porsche
Carrera GT, the GT3 isn't an exercise in corporate ego and wretched excess.
Nor is it a car whose fundamentally uninspiring qualities have been
overcome with heroic surgery, such as the Mitsubishi Lancer Evolution, the
Chevrolet Cobalt SS, and various AMG Mercedes-Benzes. The GT3 is the 911
pared down to its essence. As such, it embodies the very soul of Porsche, a
company that considers motorsports not merely a marketing strategy but a
The first Porsche ever built won its first race a month after it was
finished. The company established its bona fides during the 1950s with a
series of giant-killing sports racers and burnished its image during the
'70s with a string of ground-pounding, twelve-cylinder prototypes. Motor
racing is so deeply rooted in the company's heritage that the 911
Carrera-the quintessential version of the quintessential Porsche-takes its
name from the Spanish word for "race."
The GT3 is the spiritual descendant of the iconic 911 Carrera RS, the
pared-down, pumped-up version of the 911 that served as the homologation
basis for the Carrera RSR racing car. By the same token, the modern GT3 is
the street version of the GT3 Cup car, which competes in international
Supercup races and numerous national series. This fall, Porsche will launch
an upgraded road car called the GT3 RS, and this, in turn, will be the
homologation model for next year's GT3 RSR. To further confuse matters, the
GT3 RSR will compete at Le Mans in the GT2 class. Don't mind the alphabet
soup. Just think of the four models of GT3 as great, greater, greatest, and
way out of your league.
Here in the States, most Cup cars race in Porsche club events and the
IMSA-sanctioned GT3 Cup Challenge. This year's first IMSA event, a support
race held before the Mobil 1 12 Hours of Sebring, drew forty entries. (The
enduro had only thirty-five.) Although the rules require all drivers to be
amateurs, most cars are prepped to a professional standard, complete with
gaudy graphics and trackside support. Arrive-and-drive weekends run about
$25,000. If car ownership is your thing, the MSRP is $131,000, plus a $9000
spares package. Believe it or not, that's a sweetheart deal. "I couldn't
build a car for that much. There's no way," says Dennis Aase, who prepared
four of the cars that raced at Sebring. "Even if I started with a wrecked
car, it would cost at least $175,000."
Porsche Motorsport North America president Uwe Brettel, the mastermind
behind the series, sees it not as a moneymaker but as a marketing tool.
"For sure, we could have made $20,000 more per car. But what for?" he says.
"We are not out to make the maximum profit. We race because it's the best
way to promote the road car. The link between the road car and the racing
car is integral."
The first roadgoing version of the GT3 was built in 1998, but it wasn't
exported to the United States. We weren't deemed worthy until 2003. At the
time, the GT3 was based on the 996 platform. This, the first of the
water-cooled 911s, sold well by Porsche standards. But with plenty of
styling cues and mechanical components shared with the d,class, Boxster, it
never got the love from Porschephiles. The more highly regarded 997 debuted
for the 2005 model year, and the new GT3 is the first GT3 to be derived
The GT3 starts life as a Carrera 4 body-in-white on the production-car
assembly line in Zuffenhausen. The space devoted to the front axle in the
four-wheel-drive model is used to hold a 23.7-gallon fuel tank, and some
structural modifications are made to accommodate the new engine,
transmission, and oil reservoir. Thanks to the aluminum trunk lid and
doors, not to mention a host of other weight-saving measures, the GT3
weighs in at 3076 pounds
BMW M3 Competition SMG Coupe--Chicago Cars Direct
Detailed walkaround and test drive of a 2006 BMW M3 Competition Coupe with
SMG Transmission presented by Chris Moran of Chicago Cars Direct.
With colors like Laguna Seca Blue and Imola Red, there's no question as to
where the BMW M3's aspirations lie. These famous racetracks would be
fitting playgrounds for any car that promises such stratospheric levels of
power and handling.
Whether blasting up Tamburello at Imola or diving into the corkscrew at
Laguna Seca, few cars in the world could attack a road course with the
tenacity of those wearing the "M" badge of BMW's Motorsport division. Until
the 2001 model year, we had to deal with the fact that as much as we loved
those Motorsport machines, our European counterparts were getting versions
far more powerful than ours. Their M3s boasted 317 horsepower, while ours made
do with just 240. Not that we were complaining.
Even with its detuned engine, the previous-generation M3 was still one of
the best performance coupes available anywhere. But the grass is always
greener on the other side, and U.S. enthusiasts couldn't help but wonder
just how much better the M3 was in its Euro-spec trim. With the
introduction of the current-generation BMW M3 for the 2001 model year,
drivers had to wonder no more. The M3 is now the same whether you buy it in
Stuttgart or San Francisco. Better yet, it's been blessed with an even more
powerful 333-hp engine, a sturdier, more responsive suspension and slinkier
bodywork that, we think, makes it one of the most stunning cars on the
Like so many ultrahigh-performance cars of today, finding the limit of the
M3's abilities takes more than just an empty road and the guts to hold the
pedal down longer than usual. Fortunately, the 2006 BMW M3 gets along just
fine in suburban environments, though be forewarned that the ride walks a
very fine line between all-out performance and day-to-day drivability.
Enthusiasts will find it pleasantly firm, but poseurs had better hold on to
Body Styles, Trim Levels, and Options
The 2006 BMW M3 in offered in both coupe and convertible form. Standard
features on the coupe include 18-inch wheels with Z-rated rubber, automatic
climate control, 10-way adjustable sport seats, leather and cloth
upholstery, one-touch power windows, heated power mirrors, a CD player, an
auto-dimming rearview mirror, automatic headlights, rain-sensing wipers and
keyless entry. The convertible adds power seat adjustments and full leather
upholstery; these items are optional on the coupe. Additionally, the drop
top comes with a fully automatic soft top (with heated rear glass); a
removable hardtop is available. There are a number of option packages
available, the most interesting of these being the Competition Package,
which outfits the coupe with some of the performance upgrades from the
coveted European-market M3 CSL, including 19-inch forged alloy wheels,
larger Michelin tires, stiffer shocks and springs, a quicker steering
ratio, upgraded brake pads and rotors, a less intrusive M Track mode for
the stability control system, and unique Alcantara and aluminum interior
trim. Choosing this package deletes cruise control and steering wheel audio
controls. Among the other extras are a sunroof, seat heaters, HID
headlights, a navigation system, a premium sound system, parking sensors,
BMW Assist and an alarm system.
Powertrains and Performance
The BMW M3 is propelled by a potent 3.2-liter, six-cylinder engine rated at
333 horsepower and
262 pound-feet of torque. A six-speed manual transmission is standard,
while a six-speed sequential manual gearbox (SMG) is offered as an option.
The SMG offers both manual and automatic driving modes, and although it is
by definition a manual transmission, its clutch is electronically
controlled, such that there's no clutch pedal. Drivers can use either
steering column-mounted paddles or the shift lever to change gears in
manual mode. Unlike other systems, SMG allows you to alter the quickness of
the shifts, and in its most aggressive shift program, it's said to be faster than Ferrari's Formula One
Safety features include four-wheel antilock disc brakes, stability control,
front side-impact airbags, head curtain airbags for the front (coupe only)
and a rollover protection system (convertible only); rear side-impact bags
are optional. The BMW 3 Series earned a "Good" rating from the IIHS in
40-mph frontal-offset crash testing.
House of Boost 1300hp C6 Z06 Corvette Teaser
A teaser video of a House of Boost
built C6 Z06 that makes over 1300hp. It features House of Boosts LSR Cog Drive, ProCharger F2, House of
Boost/Aeromotive Fuel System, and an
RPM Transmission built 4L80E. This car made 1103rwhp shutting down early
all while keeping air conditioning, navigation, heated seats, power
steering, etc. All factory pieces are kept intact.
'08 Viper SRT10 vs. '07 Corvette Z06: Behind the Scenes - CAR and DRIVER
The Rematch: The Dodge Viper is stronger, faster, and looking to take the Corvette Z06
down a peg.
2008 Dodge Viper SRT10 vs. 2007 Chevrolet Corvette Z06
2009 Chevrolet Corvette ZR1 - First Drive Review
7x Corvette C6 Z06 Sound - 1080p HD
FB: http://www.facebook.com/Jorrie2YT & http://www.facebook.com/jorrik.aben
These Corvettes were present at a Corvette C6 Z06 photoshoot. At the
beginning of the day there was also a blue ZR1, but unfortunately he had to
leave very early.. Most of the C6 Z06's are stock but some have some
modifications like a different Exhaust
system and other wheels.
I hope you like the video and the little burnout of the C6 Z06 Safety Car.
Which one of these Corvettes would you like to have?
Thanks for watching!
jorrie2's Facebook page:
STS Twin Turbo Corvette part 1 of 2
http://www.usmusclemods.com We went for a ride with "wild" bill devine of
STS turbo in his twin turbo corvette. This car is putting down about 580
hp at the rear wheels on a stock motor other than the twin turbo set up and the turbos are mounted in place of the mufflers. This
is part 1 of 2 of this ride.
http://www.usmusclemods.com/corvette-performance , another great mod is a
cold air intake if you're not up for the turbo.
Twin Turbo Corvette vs. Whipple Ford GT vs. Procharged Corvette
A chance meeting in Mexico, with a Dallas Performance Built, Twin turbo C6 Corvette making upwards of 1300 rwhp, a
Fischer Motorsports Built, Ford GT with a 4.0L Whipple Charger making
around 800 rwhp and a Dallas Performance Built, F1-R Procharged C6 Corvette
making upwards of 1000 rwhp.
2012 Chevrolet Corvette Z06 Centennial Edition Hot Lap! - 2011 Best Driver's Car Contender
Every car in the 2011 Motor Trend Best Drivers Car competition was lapped
around Mazda Raceway Laguna Seca by hot shoe Randy Pobst. Our next
competitor, the 2012 Chevrolet Corvette Z06 Centennial Edition.
For more on the Z06's lap around Laguna Seca, including Randy Pobst's track
notes, click here:
Also find Motor Trend on:
Shot by: Jim Gleason, Gordon Green, Duane Sempson, Corey Denomy
Edited by: Gordon Green
Corvette Z06 EMCO Sequential Transmission 1/4 Mile LG Motorsports
LG Motorsports Video - The experts at LG Motorsports transplant the potent
EMCO Sequential Transmission into a 2009 C6 Z06. The car has no engine
modifications. The only modifications were the LG Super Pro Headers, LG
Carbon Cold Air, RPS Twin Lite, and EMCO Sequential Transmission. Please
call with any questions, or visit us online at www.lgmotorsports.com -
Vette Enough? Chevy Corvette Tested by Inside Line
FOLLOW-UP TEST BY EDMUNDS' INSIDE LINE:
Kicking GM while it's enduring the bitter sting of bankruptcy seems so
sophomoric. And so do the massive powerslides we've been doing in the
company's 2009 Chevrolet Corvette, so let's begin this review on a positive
note by discussing one of the Vette's finer points: Acceleration.
First thing you need to know: At wide-open throttle, the LS3 under the
Corvette's hood does subtlety like Jessica Simpson does brains. That is to
say, not so well — which is awesome, actually. Nailing the gas in this,
the tamest of Vettes, is akin to unleashing a thousand pushrod-wielding
Hulk Hogans on the car's rear tires. There's a blast of torque followed by
a double underhook suplex of forward force. It's as impressive as it is
surprising. This is, after all, only a base Corvette. But it's got motor.
The LS3 is possibly the best bargain in the world when it comes to eight
cylinders arranged in a vee, and it defines the modern Corvette. In our
hands it blasts this 3,275-pound coupe to 60 mph in 4.3 seconds (4.0
seconds with 1 foot rollout like on a drag strip). But it doesn't stop
there. The quarter-mile is incinerated in 12.3 seconds at 116 mph. The trip
from 100 to 120 mph takes 4 seconds flat — only 0.3 second slower than
the often-drooled-over and far costlier Nissan GT-R. And the fun continues,
according to Chevrolet, until 190 mph.
2011 Chevrolet Corvette Z06 Carbon Prototype Track Video
Inside Line gets the 2011 Chevrolet Corvette Z06 Carbon Prototype on the
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