2010 Porsche 911 GT3

2010 Porsche 911 GT3

Episode 2932
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Back in the late 90s, Porsche set out to make its 996 generation 911 sports car into a bonafide track machine. From that effort emerged the highly revered GT3. In 2006, the GT3 showed up on the latest 997 platform. We said that car delivered the purest razor’s-edge performance of any Porsche we’d driven. Now for 2010, Porsche’s 911 GT3 gets tweaked with more power and a number of corner carving enhancements, all of which make for a racing bloodline that runs stronger than ever.

The ‘wow’ factors of the 2010 Porsche 911 GT3 arrive on all fronts: power, dynamics, and visual cues. As the entire 911 family has just undergone a notable set of revisions, the GT3 got more than its fair share. And since this car is, after all, the road-going variant to Porsche’s GT3 Cup car, bringing it to our winter testing venue, Georgia’s Roebling Road raceway, was a no-brainer.

The new GT3 starts with an expanded 3.8-liter normally aspirated flat-six, now with Variocam technology on both the intake and exhaust valves. Horsepower goes to 435, or 20 more than before, while torque bumps up from 300 to 317.  Redline also edges up to a robust 8500.

On its way to a top speed of 194 miles per hour, the rear-engine, rear drive GT3 rockets from 0-to-60 in a faster-than-fast 4.1 seconds.  We clocked the quarter mile in 12.2 seconds at 118 miles per hour.

With a six-speed manual feeding a limited slip differential, this car just hooks up and goes.  Power build is strong and the throttle pedal is extremely responsive. Adding to the exhilaration is an exhaust note that is mean and aggressive, at least for a Porsche. Gears are tightly-spaced and the shifter feels machine-precise… one of the best we've ever experienced.

As for hitting the turns, the new GT3 exhibits more agility and race track prowess than ever. Porsche Active Suspension Management – with Normal and Sport modes – comes armed with stiffer springs and anti-roll bars. Our car also featured optional Dynamic Engine Mounts, which magnetically tighten up in high-speed driving to form a more solid connection between engine and chassis. The result is a more rigid track car.

There's also newly standard Porsche Stability Management, which replicates the suspension mapping of the venerable GT2. This PSM has the ability to deactivate Stability Control and Traction control separately in individual steps, giving the driver unrestricted control.

Aerodynamics improvements include a doubling of downforce with a redesigned front-end with larger vents, and a new, wider, more steeply tilted rear wing. For even greater stability, the GT3's body height has been lowered by about 30 millimeters. But an optional front axle lifting system allows the front-end to be raised for steep driveways. Lighter 19-inch center-lock wheels wear fat and grippy 235/35s up front, and 305/30s in the rear.

The GT3 is clearly focused on one mission: to deliver outstanding lap times. It is super tight in corners and explosive on every exit, with less twitchiness than we found in the 2007 GT3. Feedback is instantaneous. And even after close to a hundred and fifty laps, our test car never complained, skipped a beat, or even showed signs of wear.

That goes for brakes, too, which have been upgraded over the previous model. Discs are now larger, better ventilated, with an aluminum hub to reduce weight. Stops averaged 121 feet from 60 to zero. For even greater stopping power, buyers can opt for the GT3's very pricey ceramic brakes. Off the track, however, we found the GT3 to be a little too skittish and rigid. Streetability is not—and has never been—this car's strong suit.

The GT3's new design is equal parts functional and striking. We mentioned the modified front air intakes and the revamped rear wing, which by the way, is marked on either side with a 3.8 to denote the car's new power unit.

The new GT3 also wears standard bi-xenon headlights with optional Dynamic Cornering, new LED running, and taillight designs, and restyled bumpers. As before, the center-positioned exhaust pipes mimic those of the Cup Car.

Inside, the GT3 cockpit conforms with the upscale high-performance look of other 911s. As before, there is no back seat. This helps the GT3 retain its previous weight at a trim 3,076 pounds.

What's higher, though, is the base price—by about $8,000. The new GT3 starts at $114,450, which includes a $1,300 gas guzzler tax. We've said it before and we'll say it again… The Porsche 911 GT3 is, without a doubt, one of the track-savviest street legal cars anywhere. And now more than ever. For the purest form of Porsche performance, there is nothing else like it.

Specifications

  • Engine: 3.8-Liter Normally Aspirated Flat-six
  • Horsepower: 435
  • Torque: 317 Lb Feet
  • 0-60 MPH: 4.1 Seconds
  • 1/4 Mile: 12.2 Seconds @ 118 MPH
  • 60-0 MPH: 121 Feet
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW