The Porsche 911 Carrera RS of 1973 is still considered by many enthusiasts of The Marque to be the “The Ultimate 911″.  There’s plenty of reason for the high praise – plentiful enough to keep the US market value of an immaculate Carrera RS hovering around the $350k mark.

This video – courtesy of the Porsche UK Driving Centre via YouTube – will demonstrate the simple fact that Porsche has gone far beyond the ’70s high water mark of 911s, with the 996 & 997 series GT3 platforms. Here at PML, we have been fortunate to experience not only the original Carrera RS of ‘73, but both the 996 & 997 GT3 cars as well.

All we can briefly say is; “They’re not kidding…”

The newer generation GT3s are phenomenal cars and leave nothing to be desired.  At 7:30 minutes long, this is a longish video – but that’s ok…go get a bag of popcorn and turn it up.  Enjoy.

The 911 GT3 R Hybrid is a perfect example of the Porsche Intelligent Performance philosophy, a principle to be found in every Porsche: More power on less fuel, more efficiency and lower CO2 emissions – on the track and on the road.

After its debut in Geneva the 911 GT3 R Hybrid will be tested in long-distance races on the Nürburgring. The highlight of this test programme will be the 24 Hours on the Nordschleife of Nürburgring on May 15th and 16th. The focus is not on the 911 GT3 R Hybrid winning the race, but rather serving as a spearhead in technology and a “racing laboratory” providing know-how on the subsequent use of hybrid technology in road-going sports cars.

The innovative hybrid technology featured in the car has been developed especially for racing, standing out significantly in its configuration and components from conventional hybrid systems. In this case, electrical front axle drive with two electric motors developing 60 kW each supplements the 480-bhp four-litre flat-six at the rear of the 911 GT3 R Hybrid. A further significant point is that instead of the usual batteries in a hybrid road car, an electrical flywheel power generator fitted in the interior next to the driver delivers energy to the electric motors.

The flywheel generator itself is an electric motor with its rotor spinning at speeds of up to 40,000 rpm, storing energy mechanically as rotation energy. The flywheel generator is charged whenever the driver applies the brakes, with the two electric motors reversing their function on the front axle and acting themselves as generators. Then, whenever necessary, that is when accelerating out of a bend or when overtaking, the driver is able to call up extra energy from the charged flywheel generator, the flywheel being slowed down electromagnetically in the generator mode and thus supplying up to 120 kW to the two electric motors at the front from its kinetic energy. This additional power is available to the driver after each charge process for approximately 6 – 8 seconds.

Depending on racing conditions, hybrid drive is used in this case not only for extra power, but also to save fuel. This again increases the efficiency and, accordingly, the performance of the 911 GT3 R Hybrid, for example by reducing the weight of the tank or making pitstops less frequent.

Porsche Presents The Future…And The Future Is Here Now, In Geneva.

Stuttgart. Presenting a high-performance mid-engined concept sports car with ultra-efficient, low-emission drive technology, Porsche AG is further increasing the Company’s competence in hybrid technology.

The 918 Spyder prototype combines high-tech racing features and electro-mobility to offer a fascinating range of qualities: An emission level of just 70 grams CO2 per kilometre on fuel consumption of three litres/100 kilometres (equal to 94 mpg imp) truly outstanding even for an ultra-compact city car, on the one hand, combined with the performance of a super sports car and acceleration from a standstill to 100 km/h in just under 3.2 seconds, top speed of 320 km/h (198 mph) plus, and a lap time on the Nordschleife of Nürburgring in less than 7:30 minutes, faster than even the Porsche Carrera GT, on the other.

The 918 Spyder is one of three Porsche models with hybrid drive making their world debut at the 2010 Geneva Motor Show. This trio – made up of Porsche’s new Cayenne S Hybrid SUV with parallel full-hybrid drive, the 911 GT3 R Hybrid racing car with electric drive on the front axle and a flywheel mass battery, and the two-seater high-performance 918 Spyder mid-engined sports car with plug-in hybrid – clearly demonstrates not only the great bandwidth of this new drive technology, but also the innovative power of Porsche as a genuine pioneer in hybrid drive.

The highly innovative 918 Spyder concept car combines Porsche’s Intelligent Performance technology, high-tech in motorsport, and classic but modern design to make a truly convincing statement.

The Porsche 918 Spyder with plug-in hybrid provides the performance of a thoroughbred super sports car on fuel consumption of just three litres/100 kilometres in the New European Driving Cycle, equal to a CO2 emission rating of 70 g/km.

This open two-seater is powered by a high-speed V8 developing more than 500 bhp and running at maximum speed engine of 9,200 rpm as well as electric motors on the front and rear axle with overall mechanical output of 218 bhp (160 kW).

The V8 combustion engine is a further development of the highly successful 3.4-litre power unit already featured in the RS Spyder racing car and positioned midship in front of the rear axle, giving the car the right set-up for supreme performance on the race track through its good balance.

Power is transmitted to the wheels by a seven-speed Porsche-Doppelkupplungs-getriebe also feeding the power of the electric drive system to the rear axle. The front-wheel electric drive powers the wheels through a firm transmission ratio.

The energy reservoir is a fluid-cooled lithium-ion battery positioned behind the passenger cell. The big advantage of a plug-in hybrid is that the battery can be charged on the regular electrical network. A further point is that the car’s kinetic energy is converted into electrical energy fed into the battery when applying the brakes, thus providing additional energy for fast and dynamic acceleration.

A button on the steering wheel allows the driver to choose among four different running modes: The E-Drive mode is for running the car under electric power alone, with a range of up to 25 km or 16 miles. In the Hybrid mode the 918 Spyder uses both the electric motors and the combustion engine as a function of driving conditions and requirements, offering a range from particularly fuel-efficient all the way to extra-powerful.

The Sport Hybrid mode uses both drive systems, but with the focus on performance. Most of the drive power goes to the rear wheels, with Torque Vectoring serving to additionally improve the car’s driving dynamics.

In the Race Hybrid mode the drive systems are focused on pure performance with the highest standard of driving dynamics on the track, running at the limit to their power and dynamic output. With the battery sufficiently charged, a push-to-pass button feeds in additional electrical power (E-Boost), for example when overtaking or for even better performance.

With the hybrid drive system offering this wide range of individual modes and applications, the 918 Spyder is able either to achieve lap times comparable to those of a thoroughbred racing car – such as less than 7:30 minutes on the Nordschleife of Nürburgring – or, focusing on a more economical style of motoring, with a reduction in emissions to just 70 grams of CO2 per kilometre.

Like the drivetrain, the lightweight body structure of the 918 Spyder also bears out the car’s DNA carried over directly from motorsport: The modular structure with its monocoque bodyshell made of carbon-fibre-reinforced plastic (CFP) and the appropriate use of magnesium and aluminium not only reduce weight to less than 1,490 kg or 3,285 lb, but also ensure supreme driving precision thanks to the very high level of torsional stiffness.

Reminiscent of highly successful, legendary racing cars such as the Porsche 917 Le Mans and the current Porsche RS Spyder, the 918 Spyder with its design concept so typical of Porsche arouses powerful emotions. The combination of racing car dimensions, clearly structured design with perfectly balanced surfaces, and innovative details all round creates an overall pattern of aesthetic, perfectly balanced harmony in design full of power and dynamics. This indeed is the ideal synthesis of form and function following Porsche’s design DNA.

The smooth balance of tradition and progress gives the car a powerful stance on the road in its combination of dimensions. Variable aerodynamics typical of Porsche ensure both visionary and traditional highlights especially around the rear spoiler. The striking rear hoods extending out of the headrests, in turn, not only fulfil an aerodynamic function on the 918 Spyder, but also accommodate retractable air intakes with a ram air function.

The driver and passenger are not only perfectly embedded in contoured sports bucket seats, but also form part of the cockpit with its synthesis of efficient function and ergonomic high-tech operation offering an outlook at the interior architecture we may possibly see in super sports cars of the future. The three free-standing circular dials for road speed (left), engine speed (middle) and energy management (right) would appear to come directly from a racing car in the ‘60s, bearing out that unique philosophy of driver orientation so characteristic of Porsche.

The centre console rising up towards the front in the 918 Spyder houses a touch-sensitive surface for intuitive control of the car’s functions, serving consistently to reduce the number of visible controls and maintain the principle of direct operation.

The control units relevant to the driver are concentrated in particular on the three-spoke multifunction sports steering wheel, while the variable driving modes, again so typical of Porsche, are supplemented by a map switch enabling the driver to call up various drive programs and serving as the push-to-pass button for E-boosting, for example when overtaking. Instrument illumination, finally, varies from green for the consumption-oriented running modes to red for the performance-oriented driving programs.

The 918 Spyder also comes with further innovative functions such as the Range Manager. After being activated in the Center Display, the Range Manager uses the map in the navigation system to present the remaining range the car is able to cover, naturally allowing the driver to influence that range through the appropriate choice of power and performance. In cities with environmental alert areas the Range Manager also states whether the driver is able to reach a certain destination on electric power alone.

Applying this information and using further info on the availability and location of special energy filling stations, the driver is then able to choose his personal style of driving as well as the right battery charge and filling strategy.

Offering a unique combination of extremely low fuel consumption, supreme performance and long electric range, the Porsche 918 Spyder represents an essential milestone in Porsche’s strategy on the way to genuine electro-mobility.

All-new SUV debuts in Geneva with more room, technology, performance, and significantly less weight and fuel consumption

ATLANTA – February 25, 2010 – Led by a technologically advanced full hybrid model, the all-new, next-generation Porsche Cayenne sport-utility vehicle will debut at the Geneva motor show in early March. In line with the Porsche Intelligent Performance philosophy, the entire range, from the entry level Cayenne with a V6 engine to the 500-horsepower Cayenne Turbo, all deliver improved performance while using less fuel and producing fewer emissions than ever before.

The New Porsche Cayenne will make its North American debut at the New York International Auto Show (press days: March 31 and April 1, public days: April 2-11). The Cayenne S and Cayenne Turbo go on sale in July as a 2011 model, and U.S. pricing will be announced soon. Porsche dealerships will offer the Cayenne and Cayenne S Hybrid in the fall.

The highlight is the new Cayenne S Hybrid featuring a highly sophisticated parallel full hybrid drive system. With a combined power output of 380 horsepower from the supercharged V6 combustion engine and an electric motor, the Cayenne S Hybrid combines the performance of a V8 with the economy of a V6.

Through continuous interaction between the 3.0-liter supercharged V6 and electric motor, the Cayenne S Hybrid focuses on maximum efficiency. Depending on driving conditions, either drive unit can operate independently or together. The 47-horsepower (34 kW) electric motor is the ideal partner for the 333-horsepower engine, which produces high torque at low engine speeds. With peak torque at 427 lb-ft at just 1,000 rpm, the Cayenne S Hybrid’s performance is on par with a V8-powered Cayenne S.

The Cayenne S Hybrid’s two drive units are connected by a decoupling clutch. A hybrid controller constantly coordinates their complex interaction, and intelligent management of the clutch makes the transition among various driving modes seamless. Like many hybrids, the Cayenne S Hybrid can cover short distances on electric power alone, free of emissions and noise up to 60 km/h or almost 40 mph. For aggressive acceleration, the motor provides an extra ‘boost’ to the gasoline engine.

What makes the Cayenne S Hybrid unique is its ability to cruise at high speeds on electric power alone. The gasoline engine can be completely switched off and disengaged from the drivetrain at speeds of up to 97 mph. Christened by the Weissach engineers as ‘sailing’ – or cruising — mode, the drag forces exerted by the combustion engine and their braking effect are eliminated in the interest of lower resistance and fuel consumption.

All new-generation Cayenne SUVs set high standards for efficiency and performance. Compared with the former models, fuel consumption is down by up to 23 percent in the New European Driving Cycle and CO2 emissions are significantly reduced, despite the increased performance. Actual EPA-certified fuel economy figures will be available when the cars go on sale in North America in July.

A new eight-speed Tiptronic S automatic transmission with a wide range of gear ratios and the Automatic Start Stop function (first introduced on the Panamera) contribute to these improvements. So does efficient thermal management of the engine and transmission cooling circuits, on-board electrical network recuperation, variable deceleration fuel cut-off and the Cayenne’s intelligent lightweight construction.

Thanks to a special combination of materials as well as changes in the overall vehicle concept, such as a new all-wheel drive system, weight has been significantly reduced on all models. Despite an even higher standard of safety, the Cayenne S is 400 lbs lighter, which not only improves fuel consumption and lowers emissions, but also boosts performance, agility, and handling.

The completely new Cayenne design leaves no doubt that it is part of the Porsche family. Its sporting character is evident from all angles, and its Porsche shape and design highlights are more distinct than ever before.

The new Cayenne is 1.9 inches longer than its predecessor, and an added 1.6 inches in wheelbase ensures extra space and greater versatility. But despite larger exterior dimensions, the new Cayenne looks far more compact and dynamic.

Inside, the luxurious interior features a high center console that, like the Panamera, rises up at an incline to meet the dashboard center stack with high-quality fittings and a touch-screen infotainment interface. Porsche’s traditional set of five round instruments in the drivers gauge cluster includes a high-resolution circular TFT screen to the right of the tachometer. It can be used to change radio stations, vehicle settings, or access the navigation system or view the map. Rear-seat comfort is much improved, as well. The bench slides fore-and-aft by 6.3 inches, while the backrest can be adjusted to three different angles.

The entry-level Cayenne with its 300-horsepwer 3.6-liter V6 engine and mated to the new eight-speed Tiptronic S automatic transmission consumes 20 percent less fuel in the New European Driving Cycle than its predecessor.

Fuel consumption is also down significantly on the high-torque Cayenne S. Its 4.8-liter V8 produces 400 horsepower, 15 more than the previous model. When combined with the overall weight savings, performance is markedly increased, yet fuel consumption is down by 23 percent in the New European Driving Cycle.

The Cayenne Turbo, with its 500-horsepower, 4.8-liter twin-turbocharged V8 also consumes 23 percent less fuel than its predecessor despite its improved performance and acceleration.

Together with the Cayenne S Hybrid, three of the new Cayenne models produce less than 200 grams of CO2 per kilometer. At 193 g/km, the Cayenne S Hybrid is not only the cleanest Cayenne model, but also the cleanest vehicle in Porsche’s entire portfolio.

ATLANTA – 110 years after Ferdinand Porsche developed the world’s first hybrid, the Lohner-Porsche, Porsche engineers are now expanding this visionary drive concept with a production-based GT race car: Over the past 45 years, Porsche 911 race cars have recorded more than 20,000 victories and on March 4, a Porsche 911 GT3 featuring an innovative hybrid drive will make its debut at the Geneva Motor Show, opening a new chapter in the history of Porsche.

This innovative hybrid technology has been developed especially for racing, differentiating itself from conventional hybrid systems by way of its configuration and components. In the case of the 911 GT3 R Hybrid, the front axle features two electric motors, each developing 60 kW and supplement the 480 hp, naturally aspirated four-liter flat-six that drives the rear wheels. Instead of the heavy batteries usually found in a hybrid road car, an electrical flywheel power generator is installed inside next to the driver delivering energy to the electric motors.

The flywheel generator is also an electric motor, with its rotor spinning at speeds of up to 40,000 rpm while mechanically storing energy. The flywheel generator is charged whenever the driver applies the brakes, as the two front axle electric motors reverse their role and act as generators. Then, when accelerating out of a bend or while overtaking, the driver can use the extra energy from the charged flywheel generator, sending up to 120 kW of stored kinetic energy to the motors. This additional power is available after each charge for approximately six to eight seconds.

Energy formerly converted into heat upon each brake application, and therefore wasted, is now converted into additional drive power in a very efficient manner.

In addition to increasing available drive power, depending on racing conditions, the hybrid drive can also be called upon to save fuel. By increasing the efficiency and, accordingly, the performance of the 911 GT3 R Hybrid, reductions can be made to the weight of the fuel tank or the car can make less frequent pit stops, for example.

After its debut in Geneva, the 911 GT3 R Hybrid will be tested in long-distance races on the Nürburgring. The highlight of this test program will be the 24 Hours on the Nordschleife of Nürburgring, May 15-16, 2010. The focus is not on the 911 GT3 R Hybrid winning the race, but rather spearheading technology as a “racing lab.” The intent is to provide hands-on know-how for the subsequent use of hybrid technology in road-going sports cars.

The 911 GT3 R Hybrid is a perfect example of the Porsche Intelligent Performance philosophy, a principle to be found in every Porsche: More power on less fuel, more efficiency and lower CO2 emissions – on the track and on the road.

German Technical Control Board and Dekra Certify that Porsche is the Best for Quality and Reliability

Stuttgart. The Porsche 911 is the winner of the prestigious Autobild TÜV-Report 2010. The classic sports car by Dr. Ing. h.c. F. Porsche AG, Stuttgart, achieved first place for quality and reliability in both the two to three-year old vehicles category and the six to seven-year old vehicles category. The mid-engine model, the Boxster, also impresses by means of its excellent workmanship and, among other things, is the best sports car in the eight to nine-year old vehicles category. The current TÜV report is based on an evaluation of more than 7.4 million general inspections performed by the TÜV in Germany over a period of twelve months. The TÜV engineers regularly confirm the outstanding durable quality of the Porsche models and have already given the 911 and Boxster top grades during the past few years.

The 911 is also the best sports car in the current quality comparison by the inspection organization Dekra, with mileage of more than 100,000 kilometers. In the SUV segment, the Porsche Cayenne, manufactured in Leipzig, is the winner in the category “50,000 to 100,000 kilometer mileage.” Alongside driving dynamics and efficiency, value retention and reliability are central features of the Porsche ranges.Porsche

By Jens Meiners – Car and Driver

Porsche is bullish about the Panamera. The Stuttgart sports-car maker, soon to be the Volkswagen Groups’s tenth brand after a takeover bid that went awry, is sticking to its goal of making 20,000 units annually of its large four-door hatchback. Launched with a naturally aspirated, 400-hp V-8 and a turbocharged version that turns out 500 hp, however, it doesn’t exactly have environmental appeal—despite a stop-start system that shuts down the engine every time the vehicle comes to a standstill.

Porsche has already said that a V-6 entry-level model is in the works for the 2010 calendar year, as is a hybrid V-6, to be launched in 2011. But the company has remained mum about details. A source now tells us that while the hybrid version is based on Audi’s supercharged 3.0-liter V-6, the entry-level V-6 will be of Porsche’s own design. Porsche is shortening the V-8 out of the Panamera S by two cylinders, and getting a normally aspirated 3.6-liter V-6 that will make an even 300 hp.

Why did Porsche not use the Volkswagen-sourced VR-6 fitted in the current Cayenne? It won’t be available much longer. The VR-6, while it sounds sweet, is an inefficient unit which is slowly being purged from VW’s and Audi’s portfolios.

The new V-6 will fit the Panamera’s platform and transmissions perfectly, it will satisfy purists by being a true Porsche engine, and it leaves enough room for the naturally aspirated V-8. The torquey and agile supercharged Audi V-6, which would have been another option, might just have rendered Porsche’s 400-hp V-8 obsolete.

Special “Panamera Moment“ Exhibition starting on 8 December 2009

Stuttgart. Special tidbits at the Porscheplatz in Zuffenhausen: For the first time, visitors of the Porsche Museum will experience the model series Panamera. A range of exhibits and documents are offering an insight into the development of the latest model series of the Dr. Ing. h.c. F. Porsche AG, Stuttgart, in an extraordinary atmosphere. The special “Panamera Moment“ exhibition (from 8 December 2009 to 28 February 2010) presents the innovations of the four-door Gran Turismo i.e. via a sophisticated cutaway model. Films on the design and technical features of the vehicle complete this experience.

The Special Exhibition comes in an artistic framework set by the well-known car photographer Frank M. Orel with his spectacular pictures. This photo artist from Stuttgart has photographed Porsche’s new Gran Turismo in situations both unusual and, indeed, quite unexpected. Shortly after having been launched in September, the Panamera was awarded the renown prizes “Goldenes Lenkrad“ (Bild am Sonntag/Autobild) and “Auto-Trophy“ (Auto Zeitung) as well as several international prizes.

The Porsche Museum is open from Tuesday to Sunday from 9:00 to 18:00. Further information is available at www.porsche.com/museum

World Debut: Starter Battery in Lithium-Ion Technology

Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart, is the first car maker in the world to offer a starter battery in lithium-ion technology. Weighing less than 6 kg or 13 lb, the new battery is more than 10 kg or 22 lb lighter than a conventional 60 Ah lead battery.

The new lithium-ion battery will be available as of January 2010 for the 911 GT3, 911 GT 3 RS, and Boxster Spyder as an option delivered with the car, selling at a price in the German market of Euro 1,904 including 19 per cent value-added tax.

The battery is delivered as a separate unit together with the car and may subsequently be fitted as an alternative to the regular, conventional starter battery.

The cars are delivered with both batteries, therefore they are ready for use throughout the whole year. Since, while the lightweight battery offers a very high standard of everyday driving qualities, its starting capacity is limited at temperatures below 0o C or 32o F due to its specific features.

The primary reason for developing and introducing the new battery was its lower weight. In sports cars built consistently for superior driving dynamics such as the two versions of the 911 GT3 and the Boxster Spyder, less weight naturally means even greater agility and driving dynamics.

In its length and width the lithium-ion battery comes in the same dimensions as the regular battery, but is approximately 70 millimetres or 2.8” lower. The fastening points, electrical connections and voltage range are fully compatible with the respective models, allowing simple and quick replacement of the standard lead battery by the lightweight unit, for example when racing on the track.

With its nominal capacity of 18 Ah, the lithium-ion battery, through its specific features, offers a level of practical output and performance not only comparable to that of a 60 Ah lead battery, but rather even better in many cases.

On a conventional car battery only about 30 per cent of the total capacity is actually available for practical use due to the configuration of the system, while this restriction does not apply to the lithium-ion battery. On the contrary, through its characteristic structure – and, in particular, the independence of the chemical composition of the electrolytes from the charge status – a lithium-ion battery consistently offers almost 100 per cent of its capacity.

Delivery of power by the lithium-ion battery throughout its useful charge range is likewise significantly better, providing its full power, for example, when starting the engine almost independently of the current charge level.

After the engine has started, the new Porsche battery shows further benefits in the charge process, being able through its smaller internal resistance to take up more power than a conventional battery and thus re-charge more quickly.

Yet a further benefit is that a lithium-ion battery allows a significantly greater number of charging and discharging cycles, plus the two further advantages that the self-discharging effect is lower and the service life of the battery longer.

The lithium-ion battery being introduced by Porsche as the pioneer in this area is made up of wound film of carbon and iron phosphate with a ceramic film moisturised by the electrolyte serving as a separating layer in between. Compared with other types of lithium-ion batteries using a combination of manganese oxide, cobalt oxide or nickel, this lithium-iron-phosphate battery, as it is called, offers advantages when used as a starter battery. It is robust and consistently guarantees the usual voltage of 12 V in the car’s on-board network.

The lightweight battery is made up of four cells and integrated control electronics. This battery management system protects the battery from major discharge and guarantees a consistent charge level within the individual cells. Once battery voltage drops below a certain threshold, a warning signal reminds the driver to re-charge the battery either simply by driving the car through the power of the engine running or by means of a conventional battery charger.

The new lithium-ion battery will also be available for retrofitting from February 2010 on the three models mentioned from Porsche Tequipment.

Stuttgart. Following the Porsche 911 GT3 Cup, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is entering yet another racing car in the 2010 motorsport season: The 911 GT3 R will be raced in series based on the international FIA GT3 regulations, thus succeeding the 911 GT3 Cup S. The main focus in developing this new model was on even better drivability and even easier handling.

The 911 GT3 R is powered by a four-litre six-cylinder boxer engine delivering maximum output of 480 bhp (353 kW) transmitted to the rear axle by a sequential six-speed dog gearbox.

The starting point in developing the 911 GT3 R weighing just 1,200 kg or 2,646 lb was the Porsche 911 GT3 Cup presented in September for one-make cup racing. Thanks to its increase in engine size by 0.2 litres, the GT3 R offers 30 bhp more than the Cup model. Both cars are based on the extra-wide body of the 911 GT3 RS street-legal sports car.

An anti-lock brake system (ABS), traction control and an e-gas with “throttle-blip” function make it much easier to get used to this new GT3 racing car than its predecessor, meaning that the new model is also more appropriate for the ambitious amateur racing driver.

Flared wheel arches added on to the body both front and rear bear clear testimony to the wider track than on the former model. And like all second-generation versions of the 911, the new 911 GT3 R also comes with striking LED rear light clusters.

The Porsche 911 GT3 R is making its world debut on 14 January 2010 at the Birmingham Motor Show. The car is built by Porsche’s Motorsport Department at the Weissach Development Centre and will be delivered to Customer Teams the world over as of spring 2010. The base price of the Porsche 911 GT3 R is $415,186.00 or 279,000 euros plus local sales tax/VAT. Be the first on your block…