Turbo X50 v GT3RS Comparison Test
Discussion
Thought you guys would like to read this written by my best mate Jon. this is not a my cars better than your more like how great both these cars are at doing different jobs.
Met up with a friend yesterday and he kindly offered me a drive in his 996 X50 Turbo.
Spec’s on both cars:
996 X50 Turbo
Black with black interior
Red seat belts and dials
Short shift gearbox
Silver and carbon trim
Registered 2002
996 GT3 RS
White and Blue
PCCB
White centre console and roll cage
Registered mid 2004
Turbo road test
Firstly, I am bound to be slightly biased towards the RS as that’s why I spent over £90k on it, however, for the sake of this review I will endeavour to remain impartial highlighting the merits and downsides (if you can call it that) to both.
This was the first time I’d driven a Turbo or even been in one. Phil’s car is stunning, probably the best you could find anywhere – immaculate. Driving position is spot on, having a slightly smaller steering wheel to the RS you have slightly more room for your legs between the seat and the bottom of the steering wheel which, for my 6ft 4inch frame, allows for a more direct connection to the brake pedal and easier heal and toe.
On pulling away, first impressions are how easy this car is to drive. Clutch is very light and well balanced, gearbox is sure, precise and solid. The initial steering feel is nicely weighted. First few miles were through small villages and towns, the suspension is excellent – firm (which I like) but not harsh – easily able to absorb all variety of road surface.
As speed increases chassis and wheel provided a good amount of detail back to the driver, you feel very well planted to the road, squat and firm. For the first 30% of accelerator pedal travel, below 3,000 rpm, the engine performs similar to a standard 996 – progressive, smooth and immediately accelerative – everything you need for day to day use, around town.
However, nail this baby - I was shocked !! There is a very slight lag of probably half a second – then instant, explosive acceleration. If performance is your thing, you really don’t need anymore than this, acceleration is consistent, shattering and linear from 4000 to the 6500rpm rev limiter. This has to be the pinnacle of turbo evolution with one fat band of brute power that does not relent in any gear. Engine sound is crazy with each prod of the pedal met with a huge voooooosh and sucking sound as those massive turbos consume bucket loads of air supported with a steady and muted growl. Phil has upgraded to four tail pipes but I’m not sure how this has altered the sound.
From about 50mph onwards steering remains consistent, planted and reassuring. Initial turn in is good, you then feel the weight of the car transfer across the chassis leading to a slight vague and floaty feel to the ride is you hit the apex. The steering is heavier but precise due to the 4wd system at the front. This car requires a different cornering technique to it’s 2wd brothers, you have a definite feeling of invincibility being able to throw the Turbo into virtually any corner (the 4wd system taking care of any excess entry speed), balance the throttle appropriately as the weight of the car transfers across axles, then when settled, hit the afterburner again, relying on the electronics and wizardry to catapult you out the other end.
Phil, who was grinning like a Cheshire Cat from the passenger seat and egging me to go faster and faster queried at one point whether this chassis would out perform the hotter Jap Evo’s. Having driven a variety of these on tracks – there is no doubt this Turbo has to be probably the quickest A to B piece of machinery known to man!
This car is not fitted with the (outrageously priced) PCCB. Brake feel is good with slightly more brake travel than I was expecting. Under hard braking the car pitches forward, due to the chassis road biased set up but performs very well.
Driving the Turbo was a wonderful experience, very special, rewarding and a lot of fun.
GT3 RS
Having driven Phil’s car I was keen to highlight the key differences between the two. I’ve owned the RS from new, have used it on Track (though I actually use a Radical SR3 for my track days now) and have covered just over 5,000 miles in it.
First thing you notice is how much lower you sit in the RS, the one piece bucket seat are very low making you feel deeper down in the car. Strangely, however, you don’t feel there is more headroom than the Turbo which is possibly a result of the full white roll cage making the front of the cockpit feel closer to your head than it actually is. Driving position is excellent again but the beautifully details alacantra and blue stitch steering wheel is too big. I guess the Porsche boffins went for a larger diameter to emphasise the precision set up but for me it restricts a direct, straight leg movement to the brake, thereby limiting heal and toe for tall people.
Clutch is heavy, firm and purposeful with steady weight through most of it’s travel. The biting point requires a delicate balance to achieve a smooth get away, more difficult to the Turbo but you quickly get used to it. The gearbox feel is lighter than the short shift set up of the Turbo and has a very precise feel. 1st gear is slightly vague, with you some times wondering whether you’ve engaged or not but from 2nd to 6th this has to be one of the best gear actions ever developed. Precise, short, quick and fluid.
On small country lanes the ride is harsh with the car jarring over any bump. The chassis does not absorb imperfections in the road like the Turbo and therefore does not give the same degree of confidence to push on. At the same time the wheel is constantly fidgeting, feeding back every detail of the road surface which at lower speeds means you have to keep totally focused and be prepared to correct your direction. The RS sits quite a bit lower than the Turbo through a totally different, track biased, set up. On these types of roads you are constantly looking at the road surface watching cars ahead to see hidden undulations that may rip the easily damaged, plastic chin spoiler off. This is my 2nd spoiler, the first disappearing underneath the car at 160 mph. Porsche Cars, Reading kindly replaced this in exchange for 230 of my hard earned!!
So on these tight, bumpy, cambered country lanes – the Turbo is beyond equal. The RS is simply too firmly set up and too low to give you the confidence to attack with any relative level of commitment.
Once you hit smoother roads, the revelation of this precision tool shines. Every sense of your being is on maximum alert. You know that with over 400bhp (RS engine is a blue print of the GT3 unit and consistently reaches over 400 bhp in separate rolling road tests) pushing just 1330kg and no traction control, you need to be massively committed and precise with this car when pushing on. You approach a 2nd gear corner at 50mph, dab the brakes to balance the chassis, turn in is exact, there is no transfer of weight across the chassis as there is no noticeable body roll – the car remaining gorgeously composed, you feel each millimetre of the road ahead, steadily but firmly, as you hit the apex you feel the weight commit to the rear wheels inspiring confidence to nail the throttle. What happens next is, in my experience a revelation. That blue print, hand built engine generates the most extraordinary power delivery, from 1500rpm all the way to the 8200 rpm rev limiter the push is immediate and builds constantly you simply cannot believe how many revs you have at hand. As a normally aspirated unit the characteristic is going to be poles apart to the Turbo, the key is that you are in full control of every bhp. On exiting a corner the chassis and steering have given you precise information on just how much throttle to use. You balance your right foot accordingly, exact and concise you push on – power delivery breathtaking supported by one of the most gorgeous musical instruments in the automotive world. Change from 2nd to 3rd, the action fantastically engineered as the ceramic components within the gearbox fulfil their roles – you push on to the next corner the car feeling committed, alive, as if wired on a class A drug, you choose your precise turn in point again, brake – the PCCB’s giving huge retardation with an equivalent, solid connected feel. And on and on and on you go all the time at one with the machine.
Conclusions
As I’ve already said, I am a little biased. I am the type of animal that will compromise comfort and luxuries to get the maximum extracted towards the driving experience. The 911 RS delivers, the 996 generation perfectly suited to me.
Phil’s car is an exquisite evolution of the Turbo generation. The Jekyl and Hyde of the 996 model range – smooth, composed on the bumpiest of roads and a Bullet when you want it.
One track based, one road based – both stunning, both possessing unique characters. You choose. You have to pinch yourself after a day like yesterday – something I won’t forget in a very long time.
see pictures here
http://www.theratpac.com/img/member_cars/phil_x50/dscn1441.shtml
http://www.theratpac.com/img/member_cars/phil_x50/dscn1641.shtml
http://www.theratpac.com/members/jonathan/farboud_gts_o1878.shtml
http://www.theratpac.com/members/jonathan/farboud_0062.shtml
Philo
Met up with a friend yesterday and he kindly offered me a drive in his 996 X50 Turbo.
Spec’s on both cars:
996 X50 Turbo
Black with black interior
Red seat belts and dials
Short shift gearbox
Silver and carbon trim
Registered 2002
996 GT3 RS
White and Blue
PCCB
White centre console and roll cage
Registered mid 2004
Turbo road test
Firstly, I am bound to be slightly biased towards the RS as that’s why I spent over £90k on it, however, for the sake of this review I will endeavour to remain impartial highlighting the merits and downsides (if you can call it that) to both.
This was the first time I’d driven a Turbo or even been in one. Phil’s car is stunning, probably the best you could find anywhere – immaculate. Driving position is spot on, having a slightly smaller steering wheel to the RS you have slightly more room for your legs between the seat and the bottom of the steering wheel which, for my 6ft 4inch frame, allows for a more direct connection to the brake pedal and easier heal and toe.
On pulling away, first impressions are how easy this car is to drive. Clutch is very light and well balanced, gearbox is sure, precise and solid. The initial steering feel is nicely weighted. First few miles were through small villages and towns, the suspension is excellent – firm (which I like) but not harsh – easily able to absorb all variety of road surface.
As speed increases chassis and wheel provided a good amount of detail back to the driver, you feel very well planted to the road, squat and firm. For the first 30% of accelerator pedal travel, below 3,000 rpm, the engine performs similar to a standard 996 – progressive, smooth and immediately accelerative – everything you need for day to day use, around town.
However, nail this baby - I was shocked !! There is a very slight lag of probably half a second – then instant, explosive acceleration. If performance is your thing, you really don’t need anymore than this, acceleration is consistent, shattering and linear from 4000 to the 6500rpm rev limiter. This has to be the pinnacle of turbo evolution with one fat band of brute power that does not relent in any gear. Engine sound is crazy with each prod of the pedal met with a huge voooooosh and sucking sound as those massive turbos consume bucket loads of air supported with a steady and muted growl. Phil has upgraded to four tail pipes but I’m not sure how this has altered the sound.
From about 50mph onwards steering remains consistent, planted and reassuring. Initial turn in is good, you then feel the weight of the car transfer across the chassis leading to a slight vague and floaty feel to the ride is you hit the apex. The steering is heavier but precise due to the 4wd system at the front. This car requires a different cornering technique to it’s 2wd brothers, you have a definite feeling of invincibility being able to throw the Turbo into virtually any corner (the 4wd system taking care of any excess entry speed), balance the throttle appropriately as the weight of the car transfers across axles, then when settled, hit the afterburner again, relying on the electronics and wizardry to catapult you out the other end.
Phil, who was grinning like a Cheshire Cat from the passenger seat and egging me to go faster and faster queried at one point whether this chassis would out perform the hotter Jap Evo’s. Having driven a variety of these on tracks – there is no doubt this Turbo has to be probably the quickest A to B piece of machinery known to man!
This car is not fitted with the (outrageously priced) PCCB. Brake feel is good with slightly more brake travel than I was expecting. Under hard braking the car pitches forward, due to the chassis road biased set up but performs very well.
Driving the Turbo was a wonderful experience, very special, rewarding and a lot of fun.
GT3 RS
Having driven Phil’s car I was keen to highlight the key differences between the two. I’ve owned the RS from new, have used it on Track (though I actually use a Radical SR3 for my track days now) and have covered just over 5,000 miles in it.
First thing you notice is how much lower you sit in the RS, the one piece bucket seat are very low making you feel deeper down in the car. Strangely, however, you don’t feel there is more headroom than the Turbo which is possibly a result of the full white roll cage making the front of the cockpit feel closer to your head than it actually is. Driving position is excellent again but the beautifully details alacantra and blue stitch steering wheel is too big. I guess the Porsche boffins went for a larger diameter to emphasise the precision set up but for me it restricts a direct, straight leg movement to the brake, thereby limiting heal and toe for tall people.
Clutch is heavy, firm and purposeful with steady weight through most of it’s travel. The biting point requires a delicate balance to achieve a smooth get away, more difficult to the Turbo but you quickly get used to it. The gearbox feel is lighter than the short shift set up of the Turbo and has a very precise feel. 1st gear is slightly vague, with you some times wondering whether you’ve engaged or not but from 2nd to 6th this has to be one of the best gear actions ever developed. Precise, short, quick and fluid.
On small country lanes the ride is harsh with the car jarring over any bump. The chassis does not absorb imperfections in the road like the Turbo and therefore does not give the same degree of confidence to push on. At the same time the wheel is constantly fidgeting, feeding back every detail of the road surface which at lower speeds means you have to keep totally focused and be prepared to correct your direction. The RS sits quite a bit lower than the Turbo through a totally different, track biased, set up. On these types of roads you are constantly looking at the road surface watching cars ahead to see hidden undulations that may rip the easily damaged, plastic chin spoiler off. This is my 2nd spoiler, the first disappearing underneath the car at 160 mph. Porsche Cars, Reading kindly replaced this in exchange for 230 of my hard earned!!
So on these tight, bumpy, cambered country lanes – the Turbo is beyond equal. The RS is simply too firmly set up and too low to give you the confidence to attack with any relative level of commitment.
Once you hit smoother roads, the revelation of this precision tool shines. Every sense of your being is on maximum alert. You know that with over 400bhp (RS engine is a blue print of the GT3 unit and consistently reaches over 400 bhp in separate rolling road tests) pushing just 1330kg and no traction control, you need to be massively committed and precise with this car when pushing on. You approach a 2nd gear corner at 50mph, dab the brakes to balance the chassis, turn in is exact, there is no transfer of weight across the chassis as there is no noticeable body roll – the car remaining gorgeously composed, you feel each millimetre of the road ahead, steadily but firmly, as you hit the apex you feel the weight commit to the rear wheels inspiring confidence to nail the throttle. What happens next is, in my experience a revelation. That blue print, hand built engine generates the most extraordinary power delivery, from 1500rpm all the way to the 8200 rpm rev limiter the push is immediate and builds constantly you simply cannot believe how many revs you have at hand. As a normally aspirated unit the characteristic is going to be poles apart to the Turbo, the key is that you are in full control of every bhp. On exiting a corner the chassis and steering have given you precise information on just how much throttle to use. You balance your right foot accordingly, exact and concise you push on – power delivery breathtaking supported by one of the most gorgeous musical instruments in the automotive world. Change from 2nd to 3rd, the action fantastically engineered as the ceramic components within the gearbox fulfil their roles – you push on to the next corner the car feeling committed, alive, as if wired on a class A drug, you choose your precise turn in point again, brake – the PCCB’s giving huge retardation with an equivalent, solid connected feel. And on and on and on you go all the time at one with the machine.
Conclusions
As I’ve already said, I am a little biased. I am the type of animal that will compromise comfort and luxuries to get the maximum extracted towards the driving experience. The 911 RS delivers, the 996 generation perfectly suited to me.
Phil’s car is an exquisite evolution of the Turbo generation. The Jekyl and Hyde of the 996 model range – smooth, composed on the bumpiest of roads and a Bullet when you want it.
One track based, one road based – both stunning, both possessing unique characters. You choose. You have to pinch yourself after a day like yesterday – something I won’t forget in a very long time.
see pictures here
http://www.theratpac.com/img/member_cars/phil_x50/dscn1441.shtml
http://www.theratpac.com/img/member_cars/phil_x50/dscn1641.shtml
http://www.theratpac.com/members/jonathan/farboud_gts_o1878.shtml
http://www.theratpac.com/members/jonathan/farboud_0062.shtml
Philo
!
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