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2025 Porsche 911 GT3 revealed
One of the world’s greatest street-legal supercars has been upgraded with fresh styling, improved aerodynamics, mechanical enhancements and more personalisation options, as well as a new rear-seat option for the Touring version of the 2025 Porsche 911 GT3. Marton Pettendy | CarExpert | 10/19/24 Revealed overnight in Europe ahead of first Australian customer deliveries in the second half of 2025, the updated GT3 and GT3 with Touring Package are the newest members of the facelifted 992.2-series Porsche 911 range to appear, following the reveal of the latest Carrera and GTS T-Hybrid in May. When orders open by the end of this year, both manual and auto versions of the new GT3 and GT3 Touring will cost $446,700 before on-road costs, marking a $29,300 price hike over their 992.1 predecessors. Replacements for the range-topping GT3 RS and other non-GT variants, as well as the new-generation GT2 RS, will follow. Marking the 25th anniversary of the GT3 nameplate first introduced by Porsche in 1999, the 992.2 makeover for both hardcore coupes – launched together for the first time – brings new exterior styling, the new optional Weissach package and an eight per cent shorter final drive ratio for both six-speed manual and seven-speed dual-clutch automatic (PDK) variants. However, performance outputs for the GT3’s naturally aspirated 4.0-litre flat-six remain unchanged at 375kW of power and 460Nm of torque. Despite the shorter final drive, there’s no change to the claimed 0-100/km acceleration time of 3.4 seconds or the 311km/h top speed for the PDK (manuals do the sprint in 3.9 seconds and hit 313km/h) and, as usual for a new Porsche, there are hefty prices for both GT3 variants. While performance outputs remain unchanged, Porsche says the GT3’s big-bore non-turbo boxer six has received cylinder-heads and camshafts from the 386kW/465Nm GT3 RS to deliver “even more dynamic performance in the upper engine-speed range”. Two particulate filters and four catalytic converters are also fitted to meet the latest exhaust and emissions standards globally. At the front, the revised GT3 scores a new front diffuser and redesigned Matrix LED headlights, which are borrowed from other updated 992.2 variants, available with a white accent ring and negate the need for additional lighting lower down, allowing for larger front air intakes. At the rear, there’s a redesigned diffuser and air inlets, increasing downforce in the wheel-arches at high speeds and improving brake cooling, along with a revised rear wing with new angled side plates and modified underbody fins to further increase downforce and optimise air flow. Additional standard equipment for all four GT3 variants will include a front lift system, rear ParkAssist with reversing camera, Light Design Package, DAB+ digital radio, tyre fit set and ‘Up to the Dreams’ exterior paint colour range. The GT3 Touring continues to dispense with the fixed rear wing, but brings the option of a rear seat system for the first time. Other new options include a new silver alloy wheel design that’s said to reduce unsprung mass by more than 1.5 kg, plus 9kg-lighter (total) magnesium wheels (available in the GT3’s Weissach package and the Touring’s Lightweight package) and a new 40Ah lithium-ion battery that saves a further 4kg, bringing the GT3’s lightest configuration to just 1420kg – 15kg less than before. Adding the Weissach package will cost an extra $47,530, and the similarly new Lightweight package will be priced at $71,120. The Touring’s Lightweight package comprises a painted roof, stabiliser bars, coupling rods and rear-exle shear panel all made from carbon-fibre reinforced plastic, lightweight magnesium forged wheels and lightweight door panels, the stubby gear lever from the 911 S/T, and a ‘Leichtbau’ plaque ahead of the shifter. Once again, the Club Sport package will be a no-cost option for the standard GT3, and includes a bolted steel rear rollcage, six-point driver’s harness and fire extinguisher, only be available in conjunction with optional lightweight carbon-fibre reinforced plastic (CFRP) sports bucket seats. The CFRP rollcage from the GT3 RS and magnesium wheels are further options. “The new 911 GT3 has become even more exhilarating and individual. We dug into a wealth of details and gave it many features that our customers wanted. This allows the GT3 to be adapted even more specifically to the purpose or preferences of the driver,” said Porsche’s head of GT cars, Andreas Preuninger. Read the full story at CarExpert.com.au
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Ferrari F80: The new 1200hp hypercar.
ALBORZ FALLAH | CarExpert | 19/10/24 To the average person, every Ferrari is a supercar, but to the company itself, the word ‘supercar’ is reserved for those very special, limited-numbered cars that are released to the world every decade or so. What Ferrari constitutes as a supercar is what most now refer to as a hypercar. To understand the importance of the Italian brand’s latest creation, the Ferrari F80, then we must first have a brief look at what came before: 1984–1985 Ferrari 288 GTO 1987–1992 Ferrari F40 1995–1997 Ferrari F50 (1996 F50 GT) 2002–2004 Ferrari Enzo 2013–2016 Ferrari LaFerrari 2016–2018 LaFerrari Aperta 2025 Ferrari F80 From the original 288 GTO to the LaFerrari, these halo cars are what define the Italian brand and set its vision and tone for the models that follow. As such, the all-new Ferrari F80 is the most essential vehicle to leave Maranello since production of the LaFerrari Aperta ended in 2018. At first glance, it’s a big departure from what came before. Gone is the V12, and in its place is an electrified twin-turbo V6 with an incredible 1200hp (882kW) on tap. This is the quickest, fastest and most powerful road-legal Ferrari ever, able to go from 0-100km/h in 2.15 seconds, hit 200km/h in 5.75 seconds and reach a limited top speed of 350km/h. Limited to just 799 examples – which, as you can guess, have all already been sold – it should come as no surprise that this is also the most expensive of the ‘supercar’ models ever on sale. In Europe, the vehicle is priced at €2.9 million Euro (as a comparison, the LaFerrari was priced at €1.2m Euro), which equates to roughly A$4.7m, but to get an actual price we must add the Luxury Car Tax (LCT), which will make it around $6.25m. This still excludes stamp duty (close to $600,000 in some Australian states) and other on-road costs. So it’s very much the case that the Ferrari F80 will cost around A$7,000,000 before any customisation requests, which we suspect will be plentiful. There is no doubt that the very lucky and very, very few Australian customers that have been offered an allocation will have their vehicle specified in a manner that will see it go well past $8,000,000 when the first F80 deliveries take place toward the end of 2025 – all of which will be left-hand drive only. Ferrari gave us a quick demonstration of the new F80’s engine and exhaust note. While it’s not a high-revving V12, it was surprisingly high-pitched and loud. We will wait and see when the car goes on sale if it delivers the euphoric acoustic experience of Ferrari supercars of the past. Ultimately, the new Ferrari F80 has reset the benchmark for what is possible in terms of power and performance. It’s the answer to a question nobody has asked, but that is why Ferrari exists. The company pushes the boundaries in every respect and continues to drag the rest of the automotive industry along for the drive. While the 288, F40, F50, Enzo, and LaFerrari were the poster cars for many in the years gone by, the F80 will not only please current Ferrari buyers (an undisputed fact, given that all F80s are sold and many customers are screaming about missing out) but will also create an entirely new generation of fans who aspire to Ferrari ownership for decades to come. Full story at CarExpert.com.au
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Bentley EV will bring new customers to boutique brand
Alborz Fallah | CarExpert | 11 October 2024, 4:00pm Bentley says its first electric vehicle (EV), set to be unveiled in November this year ahead of a 2026 launch, will attract a range of new customers to the brand. Speaking to CarExpert, Bentley head of product communications Mike Sayer shed light on the company’s EV strategy and positioning. “I think the beauty of the way we are going about our strategy is we have a hybrid car here that has all the characteristics of a non-hybrid car with the benefits of a hybrid system, so that will appeal to a very broad spectrum of people,” Mr Sayer said, referring to the brand’s plug-in hybrid (PHEV) models. “So the question you have to ask is not do we have EV customers now or are existing Bentley customers ready to move into an EV, but in two to three years time when our EV goes on sale, what does the market look like then? Both in terms of loyal customers and new customers to the brand, who our research shows want to come and experience a Bentley if it’s a more forward-thinking product.” Bentley has been keeping a close eye on the Rolls-Royce Spectre, which was the first ultra-luxury EV to hit the market. Despite slow sales and lower-than-expected demand, Bentley’s competitor seems adamant it will continue its electrification journey. This view isn’t shared as much by Bentley, which intends to continue to sell its V8 hybrid vehicles for the foreseeable future while it begins a slow migration to EVs. Earlier this year, it revised its target for an EV-only lineup from 2030 to 2033. “The problem is twofold, it’s not just how we engineer the car and afford the development, but how we take the customers on the journey as well,” said Mr Sayer. “Whatever the first EV is, it has to be an outstanding Bentley first and then it just happens to be an EV and that’s the challenge that we are engineering our way through at the moment.” Bentley’s first EV won’t replace any existing model, and will instead be an entirely new offering for the brand. Mr Sayer says that given Bentley’s rich history and brand credentials in the luxury segment, the migration to EVs will be less impactful than some other more performance-oriented manufacturers. “EV [powertrain] suits the car beautifully. Silence, instant torque and a smooth powertrain, that’s what we have strived for, for over a 100 years,” he said. “For us, the iconic part of our powertrain has always been about instant torque and not cylinder count, it’s about how the engine feels and how effortless the car is to drive, so as long as we engineer that into whatever the first EV is going to be, it’s going to be a winner. “And if you talk about other attributes that make a Bentley a Bentley, you are talking about authenticity of materials, craftsmanship and design and there is nothing standing in the way of all three of those things being applied to a car regardless of powertrain.” While it doesn’t yet offer an EV, Bentley has been rolling out a new V8 plug-in hybrid powertrain across its range, which it shares with Porsche. It has also ditched its diesel and iconic W12 powertrains. Read the full story at CarExpert.com.au
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