I write-up a lot of Porsches, but very rarely post about the Boxster. And most of those very infrequent examples are of the Boxster Spyder. So it probably shouldn’t come as a surprise that this Boxster post also is a Spyder.
Given that I actually am a big fan of the roadster genre it’s a little strange that I don’t feature the Boxster more often. After all, I own a 2-seat convertible and I love it. These are cars that tend to be light and nimble, almost always rear-wheel drive and with a manual transmission. And while they rarely have been the most powerful cars on the market there’s typically enough power on tap to get some serious enjoyment out of it.
The Boxster, being a Porsche, has long been one of the more luxurious roadsters on the market. It’s also suffered seemingly endless criticism for basically being not as good as a 911. Whether it was the nature of the car or simply a function of purposeful decision-making by those at Porsche, the early models probably could have been sportier. Over time those criticisms either have dwindled as the Boxster was made a better and more powerful car or they shifted to the Cayman where the “not as good as a 911” remarks make more sense.
The Spyder, released by Porsche for the 2011 model year, sought to solve most of the criticisms through the tried-and-true performance method: remove weight (a 176 pound reduction) and add power (up to 320 hp, 10 more than the Boxster S). In a roadster this is an especially important formula since the entire experience was to center on no frills sporting from the outset. The Spyder does that very well.
Here we have one of the rarely seen color options: a Guards Red 2011 Porsche Boxster Spyder, located in Texas, with 50,391 miles on it.…
I’m still blown away every time I come across one of these cars: a 2011 Porsche 911 GT2 RS. We’ve featured a few of them in the past and, in truth, there is very little that distinguishes them outside of whatever exterior color the particular car happens to be wearing. The mileage is always very low and the condition excellent, points that don’t really surprise us with a car like this. Yet, each time I can’t stop staring. The GT2 is already a car of excesses and the RS takes those excesses even further by raising the power and lowering the weight, transforming an already extremely capable machine into an absolute beast. When you have 620 hp being asked to propel a car weighing just a bit under 3,100 lbs you can expect brisk performance. Having all of that power directed to the rear wheels of a rear-engined car is, frankly, almost baffling. Paying attention is most definitely required.
Model: 911 GT2 RS
Engine: 3.6 liter twin-turbocharged flat-6
Transmission: 6-speed manual
Mileage: 3,850 mi
Price: C$ 680,000 (~ $524,525)
2011 Porsche 911 GT2 RS,
497 of 500
Only 3,850 miles,
Black on Black Full Leather,
6 Speed Manual Transmission,
Steering Wheel in Alcanrara,
Porsche Crest in Headrest,
Clear Tail Lights,
Auto Dim Mirrors,
PCM with Navigation,
Sound Package Plus,
Sport Chrono Package,
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The look of the GT2 RS continues that sense of excess. It is the most menacing of any 911 I have seen and that is especially the case with an all-black version like the one we see here. It’s squat and powerful looking and the various wings and intakes – along with a giant set of rear rubber – make clear that this is a car to be taken very seriously.…
I’ve been on a bit of a yellow kick as of late, but even I was surprised when I came upon this BMW 1M. To date, I had not seen a BMW Individual painted 1M Coupe and to spy one in Dakar Yellow seemed especially amazing. Even more amazing was the price; despite only 35,000 miles on the clock, this E87 seemed priced to move at only $50,000 – some $20,000 less than other examples on the market. It was clearly worth a bit of further investigation…
Much like the E28 M5, the E82 was a legend before it even hit the market. Press releases and journalists gushed over its superlatives; while most felt it was a return to the classic BMW form, some went so far as to suggest it was the best M product ever. Debate still rages over that and generally fans of each chassis manage to come up with plenty of justification as to why theirs is the most special M produced. However, one thing is undeniable; the 1M might be the only M car to ever immediately appreciate on the market. Perhaps it was the combination of those aforementioned press articles or the limited nature of the model; a scant 983 were produced for the U.S. market over a 10 month production cycle in 2011. As with the E28, color choices were quite limited (though, thankfully more than just black!) – 326 Alpine White III (300), 222 Black Sapphire Metallic (475), and 435 Valencia Orange Metallic (B44) – the model’s signature color. All were mated with the same interior: LWNZ Black Boston leather with contrasting orange stitching. They all featured the same drivetrain specification, too – the boosted twin-turbocharged N54 turned up to 340 horsepower and mated only to a 6-speed manual with a limited slip differential. Wheels were the Competition Package BBS-made Style 359M 19″ options from the E9x. The result was magical:
The last year of the R230 SL in 2011 gave you a color choice of white, silver, gray, silver, gray, silver, black, black, black and two different shades of red if you wanted to really get wild. So when I saw one in Mauritius Blue it sure caught my attention. This wonderful SL550 for sale in North Carolina takes the normally bland color palette and adds a great color from it’s Designo program. So let’s take a closer look at this blue-blooded Mercedes-Benz.
Okay, so diesel has a bit of a bad reputation right now. For an enthusiast, that’s not necessarily a bad thing – and when you weigh the advantages it offers it can be quite compelling. For sure there is mileage; a friend of mine daily commutes in an A3 TDi, and despite a relatively heavy foot he returns a pretty reliable 40 m.p.g.. That’s impressive. But surveying the real world results of BMW’s diesel offering seems to suggest that it doesn’t return much better mileage than our N52 gas motor, which is inexplicably capable of 30 m.p.g. on the highway at reasonable speeds. But what BMW’s first U.S. offering of a diesel in the 3-series does offer is some sport. You see, while M3 owners will shout all day about horsepower numbers, the 335d’s weapon is being pushy. The S65 may be a legendary V8 already, but it only is able to twist with 295lb. ft of torque. In contrast, the 335d offers a bit more in the M57 turbo diesel – a total of 428 lb.ft of torque, with horsepower numbers that nearly match the N55 at 282. Equipped with the M-Sport performance options, this is about as close to a diesel M as you can get:
We live in a world where the show rarely matches the go. But when those do match up, it’s a wonderful and almost certainly a very expensive thing. That’s what the Mercedes-Benz SL65 AMG Black Series is: show, go and expensive. With an increased track width of 3.8 inches up front and 3.3 inches in back, 661 horsepower with 738 pound-feet of torque all wrapped up in a price tag of near $300,000, this thing is as bonkers as they come from Mercedes-AMG. So let’s take a look at this SL65 Black Series across the pond.
I am baffled by this car. To be clear, not this particular car, but the GT2 RS model itself. 620 hp delivered from the rear engine to the rear wheels through a transmission that you have the pleasure of shifting yourself. Among modern supercars there aren’t many more that provide this same sort of attention getting power delivery and driver involvement. Super sticky tires and aerodynamics help keep everything pointed in the right direction, but there’s only so much aid they can provide should your right foot get a little over exuberant. I’ve featured a black GT2 RS previously and these remain one of the most menacing machines you’d be likely to cross paths with. Everything is about that aggression and I doubt any passersby would mistake this for your standard run-of-the-mill performance car. As the pinnacle of the 997 line it will be very tough for Porsche to top one of these.
With the current iteration of Porsche’s 911 GT3 RS now having been on the streets for nearly a year why not take another look at its predecessor and, in some ways, most natural competitor, the 997 GT3 RS 4.0. Released right at the end of 997 production, the GT3 RS 4.0 appeared to extract every possible ounce of power from the usable space of the 997. It’s a tried-and-true formula of stuffing the largest engine into the smallest space and then keeping weight to a minimum. But for some the real comparison comes not in the design or the performance, though both are very important, but rather in the piloting. The GT3 RS 4.0 appears to be the last of the breed that will come with a fully manual transmission, with the current – and presumably all future – generations of the model all coming equipped standard with PDK. This is a distinction that may largely be of concern to collectors as the last manual GT3 RS should be a prized commodity over time, but I’m sure there are some who simply desire the ability to row their own gears. The GT3 RS 4.0 we see here may be aimed more squarely at that crowd as it shows with a few more miles than is typical with these machines, and as such has a somewhat lower price tag relative to lower-mileage examples we’ve come across. For those searching for that money-no-object toy the GT3 RS 4.0 ticks just about every box.
I’m fairly certain this will be the least expensive of this group of cars I hope to feature, but that should not detract from our wonder and desire. It also may be the baddest 911 of them all. The Porsche 911 GT2 RS delights in excess. Gone are most of the luxuries familiar to owners of the 911 Turbo. Also gone is the confidence inspiring all-wheel drive system Porsche first made standard on the Turbo with the 993. In the place of those features is more power. However, those statements simply apply to the 911 GT2; an already mad car that pushed the bounds of what is possible in a rear-engine rear-drive machine. The RS provides a combination of both more and less. More power, less weight. For the GT2 RS that means 620 hp flying towards the rear wheels. And there’s no fancy transmission to allow the driver to keep both hands firmly gripping the wheel for perfect shifting every time. On top of all of that power is a 100 pound weight savings over the regular GT2 – adding up to a 400 pound weight savings over the already exhilarating 911 Turbo S. Like with any RS, the GT2 RS is focused and track inspired with performance that is almost incomprehensible on the street and certain not fully exploitable. If Porsche produced this model as an exercise of sorts, something to test their limits, it made quite the impression.