2023 Porsche 911 GT3 RS

2023 Porsche 911 GT3 RS

Level Up

Episode 4224
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At this point, we’ve given up predicting just how far Porsche can go with the iconic 911. For almost 60-years now, they’ve proved this rear-engine sports car is capable of things few thought possible. And now there’s a new GT3 RS that yet again takes performance to a new level. Time for us to try to figure it all out through the twists and turns of Savannah’s Roebling Road Raceway.

When it comes to driving this latest 992 generation of 911, each iteration that has arrived since 2019 has taken things to the next level, and granted driving rewards like never before. But like a video game or phone apps we waste countless hours on, just when you think you’ve reached the final level, there’s yet another quest to undertake. That brings us to this 2023 Porsche 911 GT3 RS.  

It’s easily the most capable street-legal 911 yet, so tackling the 9-turns of Roebling is a challenge we couldn’t wait to take on. While it looks like a straight up race car; at its heart, it still feels like a 911. That basically means it’s way easier to drive than it should be, making you feel like a driving hero, despite your actual skills being far from it.

A big area of development for the RS was in aerodynamics; with active aero for the first time on a 911 GT3, enabling 3 times the amount of downforce of a standard GT3. Plus, a drag reduction system actively adjusting airflow up front and in back with an active multi-level wing.  

Even front suspension parts have been reshaped, and front and rear wheel wells carefully chopped up to maximize airflow. That all means an immense amount of grip transferred to the 335 rear tires, which are mounted on your choice of forged aluminum, lightweight aluminum, or magnesium wheels. These sweet Indigo Blue 20-inch fronts and 21-inch rears are the aluminum lightweights.  

It also means less drag down the long front straight, where we saw speeds well into the 160s at the end of it, while at the same time seeing corner speeds higher than we’ve ever experienced before here at Roebling. Getting on the throttle coming out of the turns is not a scary proposition at all, just immediate drama-free acceleration that has you wishing you would have gotten on the throttle harder and sooner.   

And here in the RS, there are more possible tweaks than most of us know what to do with; typical suspension rebound and compression adjustments, but also rear differential settings, and you don’t even need to break out any tools, just turn the right dials on the steering wheel. That wheel is sensitive to even the most minor inputs, but not hyper feeling; just a willing and able point and shoot partner.

The RS still boasts the GT’s rear-mounted 4.0-liter flat-6, breathing free and unassisted by turbos, spinning up 518-horsepower and 342 lb-ft. of torque on its way to 9,000 rpm. Cooling is aided by a single large central front-mounted radiator instead of the standard GT3’s multi radiator approach. Added roof fins aren’t there for downforce, but for diverting hot air away from air intakes.     

Rear-wheel-drive and PDK only, which makes launching as simple as it can be, repeatable, stress free, no-brain launches are hard with a fair amount of weight transfer, catapulting us to 60 in a scant 2.9-seconds. Shifts are quick and brutal, wasting no time or effort helping us complete the ¼-mile in 11.0-seconds flat at 128 miles-per-hour. And if that doesn’t put a smile on your face, you’re probably not doing it right.

The PDK transmission seems to know the exact right gear to be in at all times, but if you do trigger them, you’ll find the paddle shifters don’t quite feel as purposeful as the rest of the car, though the pro car’s magnesium units are available in the optional Weissach Package.  

Things inside the RS look as serious as the outside; there’s a GT shifter, lots of chassis bracing, and unique well-bolstered full bucket seats. And while it mostly feels like a race car, all the modern tech you need to get you through your daily business is on hand, works well, and looks great.

Doors, hood, front fenders, and roof are all made of Carbon-Fiber Reinforced Plastic.  And one final touch we’re fans of, the exterior graphics are a throwback to 1972’s 911 Carrera RS 2.7.  

RS pricing starts steep at $225,250, about $50,000 over a standard GT3.

So, what is it that makes the 2023 Porsche 911 GT3 RS so special? Yes, it’s packed full of unique tech and race-spec. goodies that enable an amazing amount of performance to make it a weapon of mass domination for pro drivers. But, really, it’s the accessibility of all that performance that turns the RS into a hero-maker for the rest of us. That makes it really special indeed.

Specifications

  • Engine: 4.0L Flat-6
  • Horsepower: 518
  • Torque: 342 lb-ft
  • 0-60 mph: 2.9 seconds
  • 1/4 Mile: 11.0 seconds at 128 mph
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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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