While our 911 RS 4.0 is fitted with a six-speed manual, the 718 RS is fitted with a revised PDK paddleshift with shorter gearing for faster acceleration. It’ll do 0-62mph in just 3.4 secondsWith the imminent release of the latest versions of the GT3 RS, the usual questions surface: how does it compare to the “plain” GT3, what does one get for the extra $45,000 and is it worth it? First, A Few Straightforward Comparisons Porsche 911 GT3 vs Porsche 911 GT3 RS specifications What The Statistic Don’t Tell You Power: From a technical standpoint, the major difference between the two cars is their engines. The RS version is packing a liter flat six pumping out 25 more horsepower and 13 more ft/lbs of torque than the “plain” GT3. Does that really make that much of a difference? For driving tours and trips to the opera, no. Do you participate in Track Days? Do you care if you’re fastest off the corners and onto the straights? If you do, then it’s worth it. Aerodynamics and general body appearance: The “plain” GT3 already looks pretty racy but has cleaner lines than its RS sibling. The RS version is far more aggressive due to its larger, rear wing, wider body, and numerous scoops and outlets. The car is designed for going harder and longer, which generates more heat. Generating more power and demanding more from brakes requires more air to both engine and brakes. But then that air has to go somewhere. On a normal street car air flow, for the most part, just stays under the car and since downforce/lift isn’t as important, that’s OK. For race-cars, and more serious track-day cars, managing that air can add dramatically to performance and the health of the overall system. Most notable on the latest version of the RS are the very large outlets on the front fenders. Porsche claim that letting all that air out improves downforce and cooling considerably. It also looks pretty cool when you attend Cars and Coffee. Overall Performance: A couple sets of interesting numbers are those of the cars’ heights and their top speeds. Porsche shows the RS as being almost an inch taller and its top speed 2mph slower. Both numbers have meaning. The RS is taller because its rear tires are taller and wider. Presumably, its top speed is slightly slower because of the combined height and width of those big tires. I suppose if you’re at the drag strip, the “plain” GT3 would be the better car. For the track, go with the RS. The bigger tires and more aggressive aerodynamics will mean overall better grip and cornering, even if you give up some top speed. Still no manual: After the last generation of GT3s, it was rumored that this one might reintroduce the manual transmission for those of us who still like to stab the clutch and wiggle the gear-shift lever. But no, Porsche had retained the PDK “option” only. Two reasons: first, as much as everyone says they want manual, buyers overwhelmingly voted in favor of PDK; two, as much fun as the clutch stabbing and lever wiggling are, a well-driven PDK is significantly faster in all track conditions. Important to remember: these are ego cars and ego drivers are not willing to get passed on track just so they can do the stabbing/wiggling thing. Other cool stuff: The RS apparently has a “pit” button, similar to those on real race cars for controlling the speed in the pit lane. It also has track-driven options for racing-type seats, a roll-cage, battery disconnect, fire-extinguisher mount and six-point restraint systems. The Porsche GT3 is designed for occasional use on the race track while the Porsche GT 3 RS is designed for occasional use on the road. Which one for you? I’ve always been of the opinion that when you reach these levels of spending, there are no considerations of dollars. You just get what you want. If you just want a great street car that’s also great on the track, then it’s the GT3. If you want to be the fastest at your local track day and have the baddest looking ride at Cars and Coffee, then it’s the RS. Or maybe you get both…. You’re more than likely going to drive your Macan to work anyway. If you want to see even more of the nuances and differences between these two models, Porsche’s own web-site has an excellent comparison tool. Once you go to Porsche’s website, simply roll your mouse over the model you’re interested in and click “compare”. This will bring up a new window where you can then select up to 3 models to choose between. Never Miss Another Update, Review, or Giveaway Subscribe to the first and only source of original Porsche-related content. The German automaker Porsche has once again impressed with the 992 generation of the Turbo S. This car boasts a powerful 650 horsepower 4.0-liter twin-turbo I had the opportunity to drive both cars on the same day at Atlanta Motorsports Park. To me, the first big difference was power. It was very clear that the Turbo S offered much more torque due to the turbo itself. BUT, the GT3 RS was absolutely planted through the turns. I’m told that the GT3 RS can create upwards of 700 lbs. of downforce and I believe it! The cornering capabilities of the GT3 RS were noticeably superior to the Turbo S. Porsche has created two impeccable machines and both are a pleasure to drive. If someone were to ask me which car is faster “around the track?” I would give the GT3 RS the slight edge because of the downforce in the corners. If someone were to ask me which car is faster “in a straight line?” Bye bye GT3 RS, The Turbo S is hands down faster. Lesson of the day: If you’re driving down the road in your quarter million dollar Porsche 911/GT3 RS and you come up to a red light next to another Porsche. Make sure it’s not a 911/Turbo S before you take off, because if it is you’ll get smoked! 2017 Porsche 911 Split Personality: Turbo S vs. GT3 RS Porsche’s absolute peak of its 911 line is a Jekyll and Hyde story for the modern age. Both models are born from the same DNA, but one pampers its driver into overconfidence while the other shames them into submission. But which is more worth its barely under $200k sticker price? That ruling depends on your habits and preferences as a driver as well as your penchant for punishment. So let’s see how each model stacks up to decide which side of Jekyll/Hyde you prefer. Porsche 911 Turbo S: The Consummate Coddling Coupé At 3,563 lbs and stuffed to the gills with every electronic nanny imaginable, the 580 hp 2017 Porsche 911 Turbo S is the absolute peak of what some define an exotic performance car to be. Put simply, all those gadgets tucked in neatly underneath gorgeous, curvaceous sheet metal can make you one hell of a driver. No, it won’t keep you from burning out the clutch on your brother-in-law’s manual farm truck or suddenly teach you how to exit a turn without nuzzling the wall, but what it will do is give you grip when and where you need it. And lots of it. The PTM (Porsche Traction Management) system continually re-vectors torque thousands of times throughout a turn to attain neutral handling in a stunning variety of situations. Turns that would normally result in catastrophic understeer can be navigated like a maître d dodges incoming busboys. When you turn a bit too aggressively and initiate what would have normally been a slide, PTM kicks in alongside an electronic locking differential to make the back wheels do the steering for you. But having an electronic guardian angel over your shoulder can easily cultivate bad habits and lead to overconfidence. Suddenly, you could get a bit too happy with the wheel and direct it towards the nearest retaining wall, with which the 911 Turbo S might happily comply. So, you should feel no shame in enjoying being pampered by the Turbo, but don’t let it spoil you into becoming a less attentive driver. Porsche 911 GT3 RS: Ferocious, Feral and Fun The 911 GT3 RS is the polar opposite approach to modifying the Carrera compared to the Turbo S. Strip out most of the nannies, take the stereo and sound-deadening with you, and strap in the closest engine you’ll get to a cup car, and you have a monstrously powerful 500 hp beast. Too powerful? Perhaps. Fun? You bet your sweet tush! Porsche’s GT3 RS is the answer to all the complainers who whine about the death of analog driving. While it still retains systems like Porsche’s insanely advanced dual-clutch seven-speed PDK transmission, it refuses to play backseat driver to your shenanigans. Want to slide the whole rear end through a hairpin? Be its guest — if you can make it all the way through. This “make you smoke every cigarette in the pack” approach to punishment can lead to some gleeful moments but also some downright terrifying ones. The fact that the steering wheel unabashedly transmits every bit of road feedback only adds to the rodeo-like feeling. But when you master it, thar be bliss in them turns. A hyper rigid frame and all that dieting pair sublimely with the smooth-locking rear differential to make the vehicle an extension of your body rather than an insulator against your poorest decisions. Snap too hard off the brakes on an exit, for instance, and the nose lurches upwards, diminishing your control and grip until you guide it back down. In the end, the GT3 RS is the most car you can have on the track that can legally sport a license plate on its rump. Take care of the beast, and it will take care of you — but don’t think you can take your eyes off it for a second. Come Master the 911 at Atlanta Motorsports Park Whether you are blessed enough to boast a shiny-new 911 Turbo or you are clinging on to your 993 for dear life, we want you to experience your car to its fullest. Come become a member at Atlanta Motorsports Park to enjoy the track time, facilities and camaraderie you need to master your skills.
The Porsche 911 ‘997’ bagged a couple of titles in the noughties, across different derivative versions (Carrera S and GT3 RS). And the 911 ‘991’ did similarly a decade later (GT3 & 911 R).
Home News Porsche 911 Drag Race: 991 GT2 RS Vs. 992 Turbo S Nov. 24, 2020 3:11 PM ET Video This is closer than you may expect. When it comes to the Porsche 911, you can't make a bad decision. All of them are powerful and, more importantly, handle beautifully, but seeing how they compare in a drag race is always interesting. The scenario in the video below sees the latest 911 Turbo S go up against the previous generation's insane GT2 RS. Although from the same family, these cars are very Turbo S produces 640 horsepower and 590 lb-ft of torque while the GT2 RS makes 700 hp and 553 lb-ft. Both have an eight-speed dual-clutch auto changing gears, but the Turbo S has the added benefit of all-wheel-drive, and with conditions looking damp, the lesser-powered Porsche should be in with a shot here. 888MF/YouTube 888MF/YouTube 888MF/YouTube Out of the gate, the rear-wheel-drive GT2 RS is still astonishing. When Porsche claimed a 0-60 mph sprint time of seconds in a car with 700 hp, it seemed insane that such a thing could be achieved by powering just one axle, but even in the wet, the more powerful car quickly asserts its dominance. As always, however, power is nothing without control. With a different driver behind the wheel, the AWD Turbo S is able to pull ahead and stay there, and it takes another attempt for the GT2 RS to reclaim its position on top, which just goes to show that anything can happen in a race. Porsche Porsche Despite the overall loss, the 911 Turbo S is an incredibly satisfying machine that can decimate lap records. It's pretty impressive if you find an unrestricted piece of tarmac to fully exploit its engine on too, so we doubt that this video will cause any sleepless nights for those who already own one. Still, there's no getting away from the fact that the GT2 RS is on another level. While we have seen it on a winding circuit on numerous occasions, this video just makes us respect the road-legal racer even more. Even in the rain and even away from its comfort zone, the GT2 RS is an animal. We can't wait for the next one. Porsche Porsche
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Unofficial Collectors Resource Website Porsche 911 991 Turbo S vs GT3 RS EVO Testing the 991 Generation This was a great test to watch for both amazing cars. Comparing the two on the Anglesey Circuit you can see the 911 Turbo S and GT3 RS are matched. Interesting to note is the Turbo S running normal road tyres and from the EVO presenters comments, who is used to new car tests, the Turbo S just worked.
Those versions of the 911 still look pretty pricey next to the Jaguar F-Type and the 911's stablemate, the Porsche 718 Cayman. The Turbo, Turbo S and GT3 versions are vastly more expensive still
Four days post this past Thanksgiving on a chilly and cloudy day in Monterey, California, our pro racer Randy Pobst lapped an Ultraviolet GT3 RS around MRLS in just 1: That's seconds quicker than the Turbo S. (Looks like the forecast should've been for purple rain.) Surprised? We were. Sure, the GT3 RS is the most track-focused 911 to date, but the Turbo S is no slouch, either. Moreover, the Turbo S is rated at 560 horsepower and 516 lb-ft (the new '17 gets bumped to 580 hp) and had all-wheel drive and optional Dunlop Sport Maxx Race rubber from the standard GT3. Should it have been more than seconds slower than the 500-horsepower, 338-lb-ft rear-drive RS, which, granted, weighs about 400 pounds less but has the same carbon-ceramic brakes and slightly wider and possibly stickier Michelin Pilot Sport Cup 2 tires? To the Turn 1, the more powerful Turbo S holds a slight lead, registering a top speed of mph versus the RS' But as they enter the long, sweeping Turn 2, the RS closes the gap. At the first apex of the turn, the RS outgrips the Turbo S ( g versus creating an 8-foot advantage. But the Turbo S manages to carry more speed through the turn (minimum of mph versus the GT3's and catches the RS at the exit. That's the last time the Turbo S would ever be RS stomped the Turbo S by seconds at of 2 and toward Turn 3, Pobst is able to accelerate earlier and harder in the RS, posting a speed of mph, noticeably faster than the Turbo S' By the midpoint between Turns 3 and 4, the RS is already 84 feet ahead. Coming into Turn 5, the RS has nearly doubled its lead—now to 150 feet—thanks to a better exit out of 4 and a speedier blast down the straight ( mph versus Around Turn 5, the RS once again outgrips the Turbo S ( g versus extending its lead another 10 feet by the midpoint to 6. From Turns 2 through 6, we see a similar dynamic, with the RS' data line resembling a V and the Turbo S' a U, showing that the RS exhibits very little mid-corner steady-state cruising compared to the Turbo S—just brake, turn, and go. "The RS is rather loose and requires immediate power to help stabilize the rear," Pobst says. "Braking and acceleration are separated. The Turbo S is better balanced and more comfortable to lean on mid-corner, so it can blend braking and acceleration more."A big lat-g advantage through Turn 6 ( g versus helps the RS launch out of the corner earlier and with more oomph. Despite heading uphill toward Turn 7, the comparatively torque-deficient naturally aspirated RS ups its lead to 212 feet over the Turbo S. Down the infamous Corkscrew, the RS stomps the Turbo S, testing director Kim Reynolds says when it posts a cornering speed more than 6 mph faster ( versus The stomping continues through Turns 9 and 10—each a high-speed, high-g endeavor—where the RS is able to accelerate sooner, corner harder, and just go faster. The stats for the last corner, the sharp left Turn 11, show the cars behaving similarly with negligible separation in lateral acceleration and cornering speeds, but the RS is so far ahead that it reaches the finish line some 350 feet and seconds before the Turbo S."The RS is very track-oriented and feels it," Pobst says. "Light, quick, and responsive. The Turbo S is very capable on track, but it's more street-oriented—softer suspension, more body roll, a lot more mass—and feels like it. The speed difference comes from significantly greater agility of the RS, though the better-balanced AWD Turbo S was far easier to drive at the limit."2014 Turbo S: 1: 2016 GT3 RS: 1: More Kiinote columns:Growing Gains: Benchmark Compacts Go Big, Get Better 5 for '15: A Handful of Great Rides from 2015 Downsizing Hits an Upswing: Smaller Turbo Engines Are Going Big A Tale of Two Top Tens: Japan and Make, Buy Very Different Vehicle
Porsche 992. The Porsche 991 is the seventh generation of the Porsche 911 sports car, which was unveiled at the 2011 Frankfurt Motor Show on 15 September as the replacement for the 997. The 991 was an entirely new platform, only the third since the original 911 launched in 1963 (the 996 of 1999 was the second new platform).Two or three? I've been asked it many times; not children, though that's a debate Mrs Fortune and I have been having for a long time. Instead it relates to Porsche's current GT cars. The strength of feeling out there to one or the other is like the People's Front of Judea's scorn for the Judean People's Front - only the splitter here's an aero by naturally-aspirated or turbocharged Stuttgart flat sixes, they hail from the same GT department and were developed in parallel, that much is obvious. GT road car boss Andreas Preuninger even admitted on the quiet that perhaps they should have launched the 3 before the 2, but circumstances prevented they share so much is unsurprising; what does shock, though, is the extent to which they differ. We'll avoid the debate on lap times, as that's a whole different sport, and instead concentrate on how they feel on the road. I've driven both, but until now the opportunity to sample them back-to-back has proved elusive. That all changes today, on the sensational Scottish roads up near Ullapool, on the North Coast 500 route. The bridge in the pics is Kylesku. The roads around there as brilliant as the scenery, and about as far removed as any track as it gets - even the one where these RSs perform so in the GT3 RS first. Having been around the Isle of Man in this exact car only a few weeks earlier, it feels very familiar. In the middle of the Irish Sea it mesmerised; its abilities catapulted far beyond the already sensational heights of the Gen I GT3 RS, a car I genuinely couldn't conceive Porsche making any better when it launched. It is though. The changes to the Gen II GT3 RS might have initially logged in the 'meh' category on first reading the specification, but the car is less a minor evolutionary leap than it is an entire change of that end the GT3 RS has a lot to thank its GT2 RS relation for. It rides on suspension that, barring a slight adjustment to the set-up to account for the differing performance delivery and weights, is all but identical. That's ball-jointed throughout, save for one connection that links the rear-wheel steering system. The spring rates are up, the dampers and roll bars significantly wound back. The effect, on both cars is incredible poise, without any significant compromise in ride both can cope with the vagaries of UK tarmac is testament to the GT department's decision to take such a route. The resulting wheel and body control is tremendous, allowing each to better exploit their NA or turbocharged take on the obsessively honed flat-six engine, slung out the back behind the same 325/30 ZR21 tyres. The dimensions are the same, too, save for the 3's slightly lengthier shape (although there's only 8mm in it).Visually they're riotous, as befits their performance goals, both wearing the aero addenda that defines their track-refugee status, with NACA ducted bonnets, huge intakes to cool, vents to depressurise and evacuate spent air, and rumps adorned with wings so vast they'd surely take flight if they were inverted. As similar as they are, it's the differences that really hit home, the GT2 RS's more upright, plough-like front more pugnacious, likewise the rear's lower diffuser, with the massive exhausts situated in contrasting black bodywork, the GT2 RS, shouting, in Preuninger's own words: "I'm the alpha animal."That's as may be, but with the 2 RS ultimate downforce wasn't such a key development focus; Preuninger admitting that he wanted less drag to enable its ridiculous pace deep into three figures on the Autobahn. That's a subtly different proposition to the GT3 RS; its aero has always been all about downforce, albeit while still trying to minimise drag, which is the enemy to its racing less overt, relatively speaking, the exhausts inboard, situated among painted rather than contrasting bodywork, lacking the forceful visual pugilism that the 2 RS brings, and denied in UK form its most outrageous look (the Weissach pack being unavailable to British buyers). Either way, they both look incredible - unless you're in the Touring camp, of course. The chances are you know the figures, but in case you need reminding the GT3 RS produces 520hp from its naturally-aspirated flat-six. The GT2 RS loses 200cc of capacity for a flat-six, but adds a pair of variable vane turbochargers with a water-injection induction system, allowing it an almighty 700hp. And the performance? Take these as typically Porsche conservative; the 2 RS reaching 62mph in seconds, the 3 RS trailing it by seconds. The 3 trailing is true everywhere, 99mph arriving in seconds and 124mph in seconds as it runs to its 211mph maximum. In Germany, only, of course. The 3, meanwhile, takes seconds to reach 99mph, and after that we're left guessing, though it will reach 193mph. Plenty quick, particularly when the limit around here is the GT3 RS is absorbing enough even at legal speeds to deny me the pleasure of the sensational views. No, the richness here is in the drive, the detail, and the way the GT3 RS is able to engage and delight on the roads that meander like rivers around the topography, every turn and twist communicated with such clarity, dealt with with such precision as to wonder why you'd ever want anything chassis might have been the key in defining the evolutionary leap with this GT3 RS over the Gen I car, but the engine changes are no mere support act. To experience the 9,000rpm redline, and specifically the enthusiasm with which the engine responds all the way to it, should be on every PHer's bucket list. Add a transmission that's so fast as to feel like it's hard-wired to your synapses and the combination of the three, in conjunction with the incredible brakes, creates about as absorbing and immersive a driving experience as you could ever wish GT3 RS's talent seam is so deep, yet even when you're just scratching at the surface it engages, every input rewarded with immediate response, underpinned with detailed control to the end benefit of speed. The GT2 RS, as with its looks, is more overt in its delivery. That's hardly surprising given the more forceful nature of its engine, the way it hauls from low revs has to be experienced to be believed. That it still loves revs, thrives on them even, is wonderful, the 2 RS's powerplant representing a revolution in turbocharged engines which takes all of the advantages forced induction brings, yet leaves any compromises on a shelf marked 'history' back in difficult not to be seduced by the GT2 RS's massive urge, yet the old adage that power corrupts just isn't applicable. The chassis is more than a measure for the incredible forces that the engine creates. That we've reached a point where an arse-engined, RWD, 700hp turbocharged Porsche can genuinely be described as exploitable underlines just how far we've come. Less widowmaker these days, then, and more mistress - you'd spend less and less time at home if you had one of these...Here, on these roads, its ability to shorten journey times is other-worldly, arriving at the next corner seemingly before you've exited the last one. It's that fast, for which you can read, that capable. There's the same incredible poise, the chassis acting as an enabler to the phenomenal engine; ably assisted by the brakes' unerring stopping power and the PDK transmission's ability to fire up and down its seven ratios with is surprising over the same roads is how different they feel. Yes, the anticipation is of nuances, but had you described this experience I'd have dismissed it. The GT2 RS feels bigger, physically, a manifestation of its greater performance potential, even if the reality is that they occupy the same amount of tarmac. It's not a blunt tool by any measure, but the rear axle's dominance is apparent, the steering marginally less eager to turn in than on the GT3 the GT2 RS delivers more of its performance earlier, the GT3 RS needs teasing to produce its best. There's a greater input to reward ratio with the 3, simply because you have to work it that little bit harder to deliver. That the reward is a 9,000rpm redline is enticing enough, the sound emanating from it as it reaches those heights being of the goosebump-inducing variety. The GT2 RS's mightier, deeper notes are sensational, but lack the finer delicacy of the 3's are incredible, intoxicating cars, and for me to say one is better than the other is nigh on impossible, if not arguably moot given many buyers will simply have both. But I'll stick my head out there, disagreeing with the man responsible for building them himself, and say if I had to pick one it would be the GT3 RS. To many, that'll be wrong, to others right. I don't really care, as both factions have enormous merit. What is indisputable, however, is that both camps having such outrageously talented, exploitable and engaging offerings available to them is surely no bad thing. SPECIFICATION - PORSCHE 911 GT3 RSEngine: 3,996cc flat-six, petrolTransmission: 7-speed PDK, rear-wheel drivePower (hp): 520@8,250rpmTorque (lb ft): 347@6,000rpm0-62mph: speed: 194mphWeight: 1,430kg (DIN)MPG: 291g/kmPrice: £141,346SPECIFICATION - PORSCHE 911 GT2 RSEngine: 3,800cc twin-turbocharged flat-sixTransmission: 7-speed PDK, rear-wheel drivePower (hp): 700@7,000rpmTorque (lb ft): 553@2,500-4,500rpm0-62mph: speed: 211mphWeight: 1,470kg (DIN)MPG: 24CO2: 269g/kmPrice: £207,506 (plus £21,042 for Weissach package) And of all the seemingly infinite 911 variants, the new 992 2022 Porsche 911 GT3 is the best 911—possibly ever. And so, when I drove the street-legal GT3 back to back with the track-only GT3 Cup Na linii startu ustawiły się trzy Porsche 911 – Turbo S, GT2 RS oraz GT3. Sprawdź, jakie były różnice między nimi na odsłona Porsche 911 Turbo S korzysta z 3,7-litrowego, podwójnie turbodoładowanego silnika typu bokser, który rozwija 650 KM i 800 Nm. Jednostka napędowa współpracuje z 8-biegową skrzynią dwusprzęgłową PDK, a moc jest przekazywana na cztery koła. Dzięki takiej konfiguracji 911 Turbo S osiąga „setkę” w 2,7 s od startu i rozpędza się do 330 km/ Porsche 911 GT2 RS jest natomiast przedstawicielem poprzedniej generacji modelu. Napędza je wspomagany dwiema turbosprężarkami bokser o pojemności 3,8 litra, który wytwarza 700 KM i 750 Nm. Cała moc trafia wyłącznie na tylną oś, w czym pośredniczy 7-stopniowa przekładnia PDK. Przyspieszenie od 0 do 100 km/h trwa 2,8 s, a prędkość maksymalna wynosi 340 km/ z testowanych egzemplarzy to najnowsze wcielenie Porsche 911 GT3. Został on wyposażony w 4-litrową, wolnossącą jednostkę napędową, która dostarcza 510 KM i 470 Nm. Silnik jest połączony z 7-biegową dwusprzęgłową skrzynią PDK, a napęd trafia na tylne koła. Auto w takiej specyfikacji przyspiesza do „setki” w 3,4 s, a maksymalnie osiąga 318 km/ chcecie przekonać się, która „dziewięćset jedenastka” zameldowała się na mecie jako pierwsza, to zachęcamy do obejrzenia poniższego nagrania:Sprawdź aktualne ceny Porsche 911:Porsche 911 (2022) – opis wersji i cennik
Mileage: 2,332 miles MPG: 15 city / 18 hwy Color: Blue Body Style: Coupe Engine: 6 Cyl 4.0 L Transmission: Automatic. Description: Used 2022 Porsche 911 GT3 with Rear-Wheel Drive, 20 Inch Wheels, Ambient Lighting, Fog Lights, Navigation System, Keyless Entry, Spoiler, Heated Seats, Bose Sound System, Sport Seats, and Adaptive Suspension.
It’s most powerful version was the 944 Turbo S, with a turbocharged 2.5-liter engine producing 247 hp (184 kW / 250 PS). This is far less than the 518 hp (386 kW / 525 PS) coming from the
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