HOW FASTIS YOUR CAR?

The most powerful one-make series race car in the world?

It is not only the most powerful one-make series race car in the world, but also the one most closely tied to GT racing. Three years after the debut of the Huracán LP 620-2 Super Trofeo, the race car has now undergone a comprehensive redesign. The new Huracán Super Trofeo EVO raises the high bar set by its predecessor even higher with completely redesigned aerodynamics, new safety features, and numerous mechanical and electronic improvements.

The race car is also equipped for competition in international GT championships, in the GT Cup class, and in endurance races, thus offering drivers and teams additional racing opportunities. The car has undergone extensive revisions to further highlight the model’s key strengths: the performance and thrill of a GT3 with significantly lower operating costs.

You can tell that just by looking at the car. It clearly belongs in the category of sports cars that need no lengthy explanation—its lap times speak for themselves. Unlike street-legal sports cars, with a race car you don’t have to make any compromises when it comes to tuning.

The result: With a time of 1:53.3, the Huracán is by far the fastest car I’ve ever tested at the Pannoniaring. Unfortunately, the Pirelli tires on the test car were already pretty worn out; otherwise, a time in the 1:50 range would likely have been possible.

The downforce generated by the GT3 specification is impressive, allowing for cornering speeds up to 30 km/h faster than usual in, for example, Turns 1 and 3. The naturally aspirated V10 engine revs willingly and, even without forced induction, delivers ample power and torque.

The racing ABS works exceptionally well, and the brakes have no trouble handling the car, which weighs just 1,270 kg. The steering is light and responsive, and unlike the Porsche GT3 Cup, the car is equipped with traction control.

As with all of our test vehicles, this feature was deactivated during the HOTLAP, but when enabled, it offers even non-professionals a perfectly functioning safety net that allows them to push the car to its limits and exploit its full potential. The sequential 6-speed transmission performs flawlessly, and the overall package just works. Its similarity to a GT car is evident on the racetrack, making the Huracán Super Trofeo EVO a super-fast race car with impeccable performance characteristics.

CONCLUSION: The Lamborghini Huracán Super Trofeo EVO isn’t just the most powerful one-make series race car currently available—it’s also definitely the perfect choice as a track car, provided you have the necessary funds. Thanks to its racing ABS and perfectly tuned traction control, it’s significantly easier to drive than a Porsche GT3 Cup, yet it’s certainly on par with it in terms of driving dynamics. Emotionally, too, the naturally aspirated V10 engine impresses with its fantastic sound, and thanks to the engine being nearly production-spec, service intervals remain reasonable.

The 911 GT3 Cup is a thoroughbred race car that Porsche delivers in race trim. The car is built in accordance with GT regulations and is used not only in the Porsche Carrera Cup but also in various other racing series, primarily in endurance racing.

I drove a GT3 Cup in the Carrera Cup Germany in 2013 and 2014, and while you obviously can't directly compare this race car to the road-legal sports cars in our tests, it can certainly serve as a benchmark.

The GT3 Cup was designed without compromise for track use by one of the world’s best automakers. Everything about it is simply perfect. The powertrain, transmission, suspension, and brakes have been continuously refined from generation to generation over the course of the Cup’s 20-year history. You can see that just by looking at the lap times. Anyone looking for a pure track-day car without street legality who wants to get involved in active motorsports is sure to have a great time with the GT3 Cup.

The new Porsche 911 GT3 RS embodies precision at the highest level. The current 992 model represents the 7th generation; it weighs 1,430 kilograms and, with its four-liter boxer engine and 520 PS, is currently the most powerful naturally aspirated Porsche. Developed based on the 911 GT3 and its racing counterpart, the GT3 Cup, the RS clearly focuses on top circuit performance. The new suspension tuning and the rear-axle steering adapted to it support the car’s dynamic driving character while also ensuring greater stability.

The wide 911 Turbo body with a magnesium roof and RS-specific aerodynamic components underscores its status as a race-inspired driving machine, while the aerodynamic setup—featuring the RS-specific rear wing—increases total downforce to 144 kilograms at 200 km/h —75 kg more than the 911 GT3. Nevertheless, the GT3 RS reaches a top speed of 312 km/h.

The optional Weissach Package installed in the test car includes a lightweight roof made of exposed carbon fiber, magnesium wheels, carbon-fiber stabilizer bars, a lightweight front hood made of exposed carbon fiber, a bolt-on titanium roll cage in the rear, and SportDesign exterior mirrors with outer shells made of exposed carbon fiber. In combination with the magnesium wheels—which are also optional—the weight of the 911 GT3 RS is thus reduced by approximately 30 kg.

So I was really curious to see how the current GT3 RS performs on the racetrack. And all I can say is: The new GT3 RS sets new standards once again and remains the benchmark for high-performance sports cars. The seats, ergonomics, steering wheel, and controls are, as you’d expect from Porsche, perfect.

The biggest differences compared to the GT3 are certainly the CUP-style, hard-biting brakes, the new aerodynamic design, the suspension—which is fully tuned to it—and the lightweight construction.

The close connection to motorsports—and thus to the 911 GT3 Cup—defines all the driving dynamics-related characteristics of the new high-performance sports car. For example, the downforce figures for the 911 GT3 RS and the 911 GT3 Cup are significantly higher than those of the 911 GT3. The total downforce of the RS model is 144 kg at 200 km/h. This means the RS model generates twice as much downforce as the 911 GT3 (69 kilograms at 200 km/h). The result is significantly greater aerodynamic grip, which is crucial for track use and takes some getting used to in order to gain confidence in this incredible increase in grip.

In addition to the purely mechanical components of the braking system, the electronics also play an important role in the brakes’ performance. The 911 GT3 RS features a specially tuned brake booster. The ABS control unit has been specifically adapted for optional use on the racetrack.

Porsche Torque Vectoring Plus (PTV Plus) was specifically tailored to the new 911 GT3 RS and features an electronically controlled, fully variable rear-axle limited-slip differential. On the racetrack, the system primarily stabilizes the rear end, thereby allowing the driver to push the car closer to its limits.

In terms of engine power, the new 911 GT3 RS outperforms the 911 GT3 by 15 kW (20 PS) and even its racing counterpart, the 911 GT3 Cup; nevertheless, compared to its turbocharged competitors, the naturally aspirated engine—with significantly more power—is physically reaching its performance limits. This makes the lap time all the more fascinating: 1:57.3 with two drivers!

The brand-new MICHELIN CUP 2 R tires certainly played a significant role in that incredibly fast lap time, but that’s exactly what they were designed for. Nevertheless, the current GT3 RS is a driving machine that shows what’s possible—and it certainly won’t be dethroned anytime soon!

CONCLUSION: The GT3 RS is clearly in its element on the racetrack! Never before has a GT3 RS been so close to the race version—the CUP models that served as its inspiration. Even though an estimated one second of that time can be attributed to the new MICHELIN CUP 2 R tires developed specifically for the GT3 RS, this car performs—thanks to its aerodynamics, incredibly powerful brakes, and sophisticated suspension setup—like no other production car! However, due to the lack of a trunk, its suitability for everyday use is now limited to absolute purists. But for a “daily driver,” Porsche offers plenty of alternatives with the standard GT3 or the rest of the 911 lineup.

Last but not least: Many thanks to our client for providing us with his magnificent star athlete!

McLaren is known for its motorsports heritage. With the 750S, the British automaker unveiled a record-breaker in 2023 designed for both the racetrack and public roads. The new high-performance sports car outperforms its predecessor and may be the last model powered exclusively by an internal combustion engine.

The McLaren 750S is a true precision machine. 750 PS from the 4.0-liter twin-turbo V8 paired with a dry weight of just around 1,390 kg—you can feel that at every stage of the lap. The acceleration is brutal (0–100 km/h in about 2.8 s), but what’s even more impressive is how controllable the whole thing remains.

When braking, the 750S demonstrates tremendous stability—the carbon-ceramic brakes bite with uncompromising force, yet remain exceptionally easy to modulate. The steering response is extremely direct—almost razor-sharp—without feeling twitchy. Through the corner itself, the suspension delivers an impressive balance of grip and feedback—you can feel exactly how much reserve is still available. When accelerating out of the corner, the traction ensures that the power is transferred cleanly to the asphalt.

Compared to the Porsche 911 GT3 RS, the McLaren seems less uncompromisingly tuned for aerodynamics, but it’s significantly more powerful on the straights and more accessible at the limit. Compared to the Lamborghini Huracán, the 750S scores points for greater precision when turning in and clearer feedback, while the Lambo feels more emotional and raw. For me, the 750S is one of those rare supercars that not only shines on the straights but, above all, impresses on the track with its precision, confidence, and efficiency.

CONCLUSION: For me, the 750S is one of those rare supercars that not only shines on the straights but, above all, impresses on the track with its precision, confidence, and efficiency. With the right tire setup, there’s still plenty of room for improvement here.

The Lamborghini Huracán "Super Trofeo Homologata" or STO for short is, so to speak, the "street-legal version" of the one-make cup race car based on the Super Trofeo Evo. It has also "borrowed" a few things from the latter: the attached air snorkel with the longitudinal fin docked behind it, which extends to the enormous, triple-adjustable rear wing and is intended to provide more stability in fast corners. Or the bulky, but because it's made of carbon, also quite light front section that swings open to the front. The luggage compartment had to make way for various air ducts that improve cooling and again increase downforce. 75 percent of the outer skin is made of carbon fiber reinforced plastic (carbon, CFRP). In addition to improved aerodynamics compared with the Performant, the STO's specifications also included lightweight construction. The mission: "Less is more!", i.e. a reduction to the essentials! In addition to the materials used, the omission of "superfluous" parts is one of the reasons for the weight reduction: e.g. a driver's footwell with an unpainted bulkhead, a bare pedal suspension, an undisguised steering column and open bolted connections. Dispensing with all-wheel drive saves 45 kilograms, while the lighter windshield, CFRP bucket seats and magnesium wheels weigh another 36 kilograms less in total. At around 1,500 kilograms including a full tank, the Lamborghini Huracán STO saves 43 kilograms compared with the Performante and 141 kilograms compared with the Huracan EVO.

With a time of 1:53.3, the Huracán Super Trofeo EVO—its “racing sibling” that I’d already tested—was by far the fastest car I’ve ever tested at the Pannonia Ring. Unfortunately, the Pirelli tires on the test car were already pretty worn out; otherwise, a 1:50 lap time would likely have been possible. Naturally, I was very curious to see how the street-legal version—the STO—would handle on the racetrack.

One thing is clear right from the start when you start up the 5.2-liter naturally aspirated V10 engine: the Italians know better than almost anyone else how to stir up emotions with their sports cars. Things really get going at 5,000 rpm, until the blue shift indicator screams for the next gear as you exceed 8,000 rpm—accompanied by an engine sound that gives you goosebumps, so wonderfully beautiful is the staccato of this high-revving powerplant. You’ll even accept that, in terms of top speed on the start-finish straight, the STO is on par with a 911 Turbo—which weighs 300 kg more at the start.

The braking system developed by Brembo specifically for the STO leaves nothing to be desired. Thanks to the special carbon discs (CCM-R)—which offer four times the thermal conductivity of previous carbon-ceramic discs—and optimized cooling, the brakes remain unfazed even under heavy use and offer excellent modulation.

As for the suspension and steering on the test vehicle, I’d describe them as, let’s say, “interesting”—though that may have been due to the non-standard setup. On the STO, the front-axle camber was set to maximum. That may be why the rear end felt very twitchy. Even the Bridgestone Potenza RACE—developed specifically for the STO and designed to be on the stiffer side for durability—lacked a bit of grip and gave the impression that the car was constantly sliding, which unfortunately also had a somewhat negative effect on the steering feel.

Without the driver-assistance systems activated—the standard configuration for my hot laps—the STO was therefore very difficult to drive and demands a great deal of concentration and skill from the driver, but it is ultimately a very fast track car that, with a time of 2:01.2, ranks as the fastest production sports car on our HOTLAP list!

CONCLUSION: With the Huracán “Super Trofeo Homologata”—or STO for short—Lamborghini has undoubtedly succeeded in bringing the thrill of racing to the road and in designing a car that lives up to all emotional expectations! While it challenges the driver, it more than makes up for it with fast lap times, exhilarating acceleration and braking, and—thanks to its naturally aspirated engine—an engine note that can almost be described as sensual, along with equally captivating aesthetics.

McLaren is certainly one of the more exotic brands on the domestic sports car market right now. Stefan Ziegelbauer and his team have set out to change that: Earlier this year, McLaren’s newest European branch opened in Vienna—the first showroom in Central Europe to feature a small coffee bar and the “Woking Window.” Spanning 450 square meters, McLaren Vienna offers its select clientele a range of McLaren models, including the brand-new and highly coveted McLaren Artura hybrid supercar, as well as branded merchandise and accessories. Complementing the new showroom is a modern service center covering approximately 300 square meters.

The mission of my latest hot lap was to find out whether the new Artura lives up to its title as a “high-performance hybrid supercar,” as McLaren calls it—especially when compared to the “reference sports car,” the Porsche. Temperatures approaching 30 degrees, along with the PIRELLI P Zero street tires, raised the question of whether the rear-wheel-drive Artura could still generate enough traction to make the most of its 680 PS of system power. Is it really as fast as it looks? Visually, the new Artura definitely comes across as an extremely dynamic car!

Equally interesting: how do the 3-liter V6 and the electric motor work together? First things first: they complement each other perfectly! While the two turbochargers are still gasping for air, the axial-flow motor kicks in to catapult the Artura forward before the gasoline engine takes over again. Between 4,000 and 8,500 rpm, the electric motor provides an extra boost when needed! The eight-speed dual-clutch transmission, which shifts quickly and adaptively, ensures flawless gear changes even in automatic mode. For HOTLAPS, however, I always choose the sportiest setup and manual gear selection, which in the case of the Artura means: ESP off, Track Mode, Manual.

After just the first few turns, it becomes clear: this is unquestionably an extremely fast supercar that, thanks to its lightweight construction, weighs just under 1,500 kg. The transmission shifts perfectly, the brakes bite firmly and are easy to modulate, and the Artura certainly doesn’t lack power. Anyone who wants to take their McLaren out on the racetrack should definitely opt for the optional Club Sport seats. The interaction between the two powertrains is perfect in Dynamic mode; in Track mode, it could be a bit “smoother,” as the torque increases rather abruptly and creates unwanted excess. Bottom line, though, the car never feels overwhelmed and is one of the few sports cars that can handle a track day stress-free. Compared to McLaren’s LT models, the Artura drives a bit more “refined,” but still delivers when it comes to overall performance. The performance is impressive: on the start-finish straight, the Artura outpaces the Porsche 911 Turbo by 5 km/h with a top speed of 239 km/h!

CONCLUSION: The Artura deserves the title of “supercar.” With a lap time of 2:02.6, it even leaves the current 992 GT3 just behind! On street tires! With semi-slicks, it certainly has the potential to hit 2:00, which would make it the second-fastest production car tested, surpassed only by the “gold standard,” the GT3 RS. Where it definitely beats them ALL is in value for money: Thanks to its plug-in hybrid powertrain and an electric range of 31 kilometers, the Artura is exempt from NoVA because it consumes only 5.5 liters in the WLTP cycle. Due to its hybrid technology and the resulting tax treatment, the Artura—with prices starting at approximately EUR 240,000 in Austria—costs only about half as much as a GT3 RS or a McLaren 750S.

Emotionally speaking, despite its significantly higher performance, I would tend to classify the Artura more along the lines of the Porsche GTS, which makes it, so to speak, the “all-rounder suitable for track days.”

However, McLaren has announced that starting with the July delivery batch, there will be optimizations to the sound and suspension, along with an extra 20 PS—maybe that will add just the right touch of excitement to finally turn it into the GT3 “Terminator”!

As already mentioned in the Artura - HOTLAP article, McLaren is certainly one of the more exotic brands on the domestic sports car market. In early 2024, McLaren opened its newest European branch in Vienna—the first showroom in Central Europe to feature a small coffee bar and the “Woking Window.” Spanning 450 square meters, McLaren Vienna offers its select clientele a range of McLaren models as well as branded merchandise and accessories. Complementing the new showroom is a modern service center covering approximately 300 square meters.

Back to the 600 LT, which is unquestionably a “driver’s car.” It embodies the unstoppable spirit of its “Longtail” predecessors, united by a single goal: to push performance and the driving experience to the absolute limit. It’s no exaggeration to say that the McLaren 600 LT is a road-legal race car that is second to none.

Extreme weight-saving measures were at the heart of the McLaren 600LT project from the very beginning. In addition to its carbon-fiber chassis—unique in this class—the 600LT features a new body made of the same material. The lightweight braking system and suspension are derived from the McLaren 720S. The track-focused interior includes the carbon-fiber racing seats first introduced in the McLaren P1™. The super-lightweight carbon-fiber racing seats developed for the McLaren Senna allow the weight of the 600LT to be reduced even further.

The direct steering, extremely responsive brakes, 600 PS, and a weight of just under 1,400 kg deliver unparalleled performance on the racetrack. With a top speed of 240 km/h on the start-finish straight, combined with sophisticated aerodynamics, it outpaces the current 992 GT3 RS by 13 km/h. The already impressive lap time would certainly have been even better with new tires, as the three-year-old Goodyear Eagle F1s that were mounted were no longer providing optimal traction.

CONCLUSION: With the 600LT Spyder, McLaren has, so to speak, squared the circle: 600 PS, 0 to 100 km/h in 2.9 seconds, a weight of just under 1,400 kg despite the retractable roof, and a chassis that performs just as impressively on the racetrack as it does on public roads—all of which make this British supercar an all-around performer and the perfect track tool. And it’s the top choice for those who value individuality and exclusivity above all else. Seen in this light, it’s not just a “driver’s car” but rather a “racer’s car”!

Testing a GT3 is always one of my Hotlap highlights, since it’s essentially considered the “gold standard” for track-day-ready sports cars. Hardly any other car combines such a high level of everyday practicality with such exceptional track performance. So I was naturally very excited to test the latest model from the current 992 series! We’ve come to expect from Porsche that every GT3 outperforms its predecessor in terms of performance figures and lap times. My expectations were correspondingly high. And I don’t think I’m giving too much away if I say right off the bat: I wasn’t disappointed! The seats, ergonomics, steering wheel, and controls are, as you’d expect from Porsche, perfect. I’d say two things stand out as the most remarkable performance upgrades in the current GT3: First, the front wishbone suspension—inspired by the race car version and a first for a production 911—delivers steering response and feedback at the wheel unlike anything we’ve seen before. Combined with the perfectly tuned suspension, the superbly balanced GT3 instills great confidence right from the start. The ABS system and braking system are also at the highest level of motorsport, leaving nothing to be desired and providing perfectly modulated deceleration. The package is rounded out by a 7-speed PDK that executes shift commands almost intuitively, without any torque lag. After just a few meters, it was clear to me: The new GT3 is fast! Very fast! The fact that it beats the GT3 RS 991.2 by one and a half seconds with a lap time of 2:02.8 and even ranks ahead of the GT2 RS (991) shows that the Porsche engineers have delivered an absolute masterpiece with the current GT3.

CONCLUSION: The current GT3 is by far the fastest GT3 Porsche has ever built! It has an incredible amount of grip on the front axle and impresses with excellent traction, outstanding feedback, and extremely good brakes. All of this instills confidence in the car, and the lap times prove it: and rightly so! Anyone looking for the ultimate track car will find it in the new GT3—provided they’re lucky enough to get their hands on one, since delivery times for cars already on order are currently more than a year!

By the way, for the first time ever, you can also find my statement on video right after the hot lap! Let us know what you think of our new video, and don't forget to like it ;-)

Of course, I was really excited to see this Hotlap contender, because after the 918 Spyder, this is already the second record-holder I’ve had the chance to test on my home track.

With a time of 6:47.3 on the Nordschleife, the GT2 RS is currently the fastest street-legal sports car in the world and is virtually considered THE benchmark among supercars. And rightly so!

For a car that sets such lap times, the engineers in Zuffenhausen and Weissach must have done everything right—everything that can be done right—and so my statement is short and to the point.

The handling comes very close to that of a Cup Porsche with extreme power. The 750 Nm available from 2,500 rpm delivers tremendous thrust, and the traction is impressive. The turbos work so perfectly that the engine responds immediately to every movement of the accelerator pedal and feels like a “naturally aspirated engine with impressive torque.”

So you have to adjust your driving style a bit, because the early torque delivery allows you to enter the corner in a higher gear than usual and then exit at full speed. The PDK is beyond reproach anyway and has been further fine-tuned to match the performance of the GT2 RS. The seating ergonomics are, as usual, excellent, and the lateral support is perfect. Combined with the 6-point harnesses, the sports seats are ideal for the racetrack without feeling uncomfortably hard. The Porsche Ceramic Composite Brakes (PCCB) are derived from motorsports; they’re very easy to modulate, provide outstanding braking performance, and never seem overwhelmed.

Unfortunately, the GT2 RS we tested did not come equipped with Michelin Cup2 R tires from the factory. The Dunlop Sport Maxx tires couldn’t transfer 100% of the power to the road, and I suspect that with Cup2 R tires—a special GT2 RS specification—the car might even have broken the 2-minute barrier. We may have the chance to test the GT2 RS again with top-tier tires.

CONCLUSION: The GT2 RS is undoubtedly the ultimate track car right now—provided you have the necessary bank account—because at just under EUR 400,000, it’s definitely in a league of its own when it comes to price. But for those who don’t have to worry about that, the GT2 RS—thanks to its perfectly tuned PSM—is an extremely fast track tool that’s accessible even to non-pros, yet can still be driven to the racetrack with relative comfort and is also well-suited for a weekend sports car road trip. Of course, despite its electronic aids, a vehicle with this level of performance requires a skilled driver if you want to push it to the limit. In short: Porsche at its best!

The GT3 RS has outdone even itself with this facelift!

Visually, the current GT3 RS—like the pre-facelift model—bears a strong resemblance to its racing counterpart, the GT3 Cup, and now produces 520 instead of 500 PS.

But the massive rear wing and the wheel well vents are primarily there for aerodynamic reasons and ensure extremely good downforce. In addition, compared to the GT3, an extra inch of track width and the rear-axle steering—which was recalibrated again in 2018—provide tremendous stability at high speeds.

The front end is taken from the current RS version of the GT3 facelift.

New features include the additional air intakes on the hood, which we’ve already seen on the top-of-the-line GT2 RS model. Other visual changes include a slightly revised rear wing, the facelifted taillights, and new front and rear bumpers. The brakes perform at nearly the same level as those on a GT3 Cup race car, and the ABS tuning is perfect for the racetrack. .

The PDK shifts quickly and with exceptional precision, and during gear changes, the transition to the new gear is perfectly matched to the engine speed, preventing any disruptive effects caused by drag torque.

Compared to the 911 Turbo S—whose body was also used here—the car is just as perfectly balanced but more demanding when it comes to track use and requires the driver’s utmost concentration. The lap time—which is more than 3 seconds faster than that of the pre-facelift model tested in 2016—is the result of various improvements, and Michelin has likely optimized the tire compound as well. In addition, we encountered heavy traffic back then, which probably accounted for about a second of the difference. Once again, Porsche has proven that it knows how to keep raising the bar.

CONCLUSION: Even the pre-facelift RS model was clearly superior to the standard GT3 in every respect and is tuned very much for racing. The 2018 model surpasses even itself. On the racetrack, too, it reestablishes the pecking order and leaves the Turbo S far behind, even though the latter has more power and traction, along with similarly good brakes and suspension. Even against the GT2 RS—Porsche’s flagship model—it trails by less than 1 second at the Pannoniaring, which shows just how incredibly fast the current GT3 RS has become. However, it’s worth noting that the 2:03 lap time with the GT2 RS was recorded on Dunlop Sportmaxx tires, which aren’t ideally suited for the track, and that a 2-second improvement is likely achievable with Pilot Sport Cup 2 tires. This also shows just how important tire selection is!

The Mercedes-AMG GT R is the road-going version of the GT 3 race car. With a fabulous lap time of 7:11 minutes, it knocked the Porsche 918 Spyder off the top spot in 2016, making it—at the time of its debut—the fastest production car that *sport auto* had ever timed on the Nordschleife. My curiosity was understandably high regarding the current HOTLAP test candidate. How would it perform at the Pannoniaring—especially compared to our Porsche GT3 RS, which we repeatedly use as a benchmark—and how would it feel? The 4-liter V8 biturbo and the test car’s power output—optimized from an already impressive 585 PS to 650 PS—left no doubt that it had plenty of thrust. As the saying goes: “Power is nothing without control!” In other words, what matters most is the total package of powertrain, suspension, steering, and brakes.

What immediately stands out when you start the car is that unique sound so typical of AMG. The V8 revs to its full potential and roars through the newly designed titanium exhaust system in Race mode, putting a smile on the face of any sports car enthusiast. The ergonomics and lateral support of the AMG Performance seats are also perfect.

Compared to its “little brother,” the GT S, the GT R is 46 mm wider at the front, and the rear is 57 mm wider. The fixed rear wing is part of the extensively modified aerodynamics. An active aero element is built into the underbody that extends automatically, and an active airflow control system is located behind the front bumper; however, these do not have the same effect on the Pannoniaring as they did during the record-breaking run on the Nordschleife.

The optional ceramic brake system deserves high praise for its modulation and braking performance. We won’t go into detail here about the traction control system—which has been praised in many tests—since all electronic aids are deactivated during Marko Klein’s hot laps.

In terms of traction, the GT R fell slightly short of expectations, though to be fair, it’s worth noting that the MICHELIN Sport Cup 2 tires used were no longer the newest or best. The slight roll along the longitudinal axis during dynamic sections also takes some getting used to and, compared to the GT3 RS, doesn’t convey the same precision and accuracy found in a Porsche—though it isn’t really bothersome.

CONCLUSION: Compared to the AMG GT S, the GT R is significantly closer to the GT3 race car than to the GTS. It’s a blast to drive, if only for the sound alone. The car feels well-balanced, and with a lap time of 2:05.2—even with tires that no longer offer optimal grip—it’s right on par with Porsche’s 2018 GT3 RS facelift model! Unlike the 911—in which you immediately feel intuitively at home and which cuts through corners like a scalpel—in the GT R you practically have to “earn” every lap, which definitely adds to the driving fun and isn’t so much a question of better or worse, but rather depends on the type of driver. In normal road driving, the GT R presents itself as a sporty GT that’s a joy to drive even off the racetrack and should be viewed more as an alternative to, say, a BMW M8 than as a “race car.”

The Turbo S is a massive car—simply impressive!

The car handles extremely neutrally and has great traction thanks to the all-wheel drive.

The brakes are typical Porsche—top-notch—and provide brutal stopping power, with the ABS intervening very subtly and late, just as you’d want when driving at a brisk pace. The interplay between the suspension and brakes, along with the excellent steering feedback, allows for very late braking points—better than in most other sports cars.

The seating position, ergonomics, and layout of the controls are top-notch—including the shift paddles, which rotate with the steering wheel and are always right where you need them. The PDK shifts very quickly and without any interruption in traction.

The turn-in behavior is very neutral to slightly oversteering, but that could also have been due to the test car's tires, which are no longer brand new. The lap time of 2:06.1 is all the more impressive, and with new tires there would certainly have been a lot more to do here. Currently the fastest 911 in the range, even on the racetrack, although the GT3 faction is reluctant to acknowledge this.

There’s one thing, above all else, that people expect from a 911: it should get faster with each new generation, while also becoming more comfortable. Even in its 8th model generation, the 911 lives up to its reputation as an icon of sports car engineering and proves to be the perfect all-rounder: fast on the racetrack and comfortable on long drives! We put it to the test in our latest Hotlap to see just how fast it really is!

As a reminder: As of 2017, the 991.2 GTS was the fastest 911 ever at Hockenheim with a time of 1:08.0! Whether it was the 911 Turbo (1:08.2), the GT3 RS (1:08.5), or the GT2 RS (1:08.4)—they ALL were beaten in the auto-motor-sport Supertest! Even at the Hockenheimring, it shared the title of “fastest production 911” with a time of 7:24—until the new GT2 RS was released in 2018…and, mind you, it did so while remaining fully suitable for everyday use! Unfortunately, I haven’t yet had the chance to test the 992 GTS on the racetrack, so it will be interesting to see how the 992 S—essentially the “everyday” street version—stacks up in comparison!

Hardly anything has changed about the engine; only the torque is 20 Nm lower than in the GTS—a trade-off due to environmental regulations and the resulting gasoline particulate filter in the current 992. It’s common knowledge that this doesn’t necessarily have a positive effect on the sound, but Porsche has nevertheless managed to achieve a thoroughly appealing sound! Speaking of responsiveness: The two turbos operate so smoothly that you almost feel like you’re in a car with a naturally aspirated engine and extremely high torque. The engine revs willingly to the redline and literally catapults the Carrera S forward. The PDK also works perfectly. Compared to the steering of its direct predecessor, the 991.2 Carrera S, the steering in the 992—in combination with the optional latest-generation rear-axle steering—is said to have a steering ratio that’s about six percent more direct. A stiffer torsion bar ensures improved responsiveness and greater precision. The package works flawlessly, even if it’s not quite on the same level as the GT versions! But when you consider that the Carrera is primarily driven on the road, it’s a compromise without any real trade-offs! In a direct comparison to the GTS, it’s naturally noticeable that the overall concept is geared more toward being an all-rounder designed to appeal to as many customers as possible. The PDK shifts perfectly as usual, though a bit more smoothly; the steel brakes provide immediate stopping power in typical Porsche fashion, but they also feel slightly softer—a characteristic that ultimately applies to the car’s overall driving impression.

It’s difficult to assess the improved aerodynamics at the Pannonia Ring, but the improved handling stability is evident: The mixed-size tire setup—featured for the first time on Carrera models, with 20-inch tires on the front axle and 21-inch tires on the rear axle for the S—combined with the wider track, keeps the 911 firmly planted on the road, even if it doesn’t turn quite as precisely as the 991.2 GTS. One is almost tempted to say, “The 992 takes everything a little more leisurely.”… if it weren’t for one crucial factor! The lap time of 2:06.9! With that, it beats the 991.2 GTS—which, after all, was chasing lap times on Pirelli P Zero tires, while our current candidate runs on Goodyear Eagle F1 tires—by exactly one second.

CONCLUSION: For me, the Carrera S is one of the biggest “dark horses.” Basically, I can repeat almost 100% of what I said about the 991.2 GTS: It’s currently the most well-rounded 911 in my opinion. It’s incredibly fast, perfectly suited for everyday use, and feels right at home on the racetrack as well. Considering that the test car wasn’t equipped with semi-slicks but rather Goodyear Eagle F1 tires, the Carrera S was not only faster than the 991.2 GTS at the Pannonia Ring but also faster than the pre-facelift GT3 RS 991 and roughly as fast as the more powerful—but also significantly heavier—Turbo S. For me personally, it’s currently the best choice from Porsche—unless you’re specifically looking for a hardcore track car like the current GT2 RS or GT3 RS… And: it’s also significantly more affordable!

However, anyone who doesn’t just want to be fast, but is also looking for that “feeling of speed” and wants to experience speed and precision with all their senses will be happier with the previous-generation GTS… at least until the 992 GTS hits the market...

Today’s candidate is undoubtedly one of the biggest surprises in the Hotlap fleet. As with the Tesla 3, I don’t want to launch into a broad discussion about electric mobility here, but rather focus exclusively on its performance on the racetrack—even though it’s unlikely that many people will buy the Taycan Turbo S as a track car.

Here are the key specs: Weighing in at nearly 2.4 metric tons, the Taycan is certainly one of the heaviest beasts I’ve ever raced around the track in a HOTLAP, and with 761 PS and an unimaginable 1,050 Nm, it’s clearly one of the most powerful as well. However, both the BMW M8 Convertible and the Mercedes-AMG E 63 had already demonstrated—weighing “only” just under 2 metric tons—that too much excess weight has a negative effect on the racetrack and, even with their +/- 600 PS, were already pushing the limits of traction.

Due to the powertrain, you’ll wait in vain for the menacing roar of a V8—like in an AMG GT or a Corvette Z06—when you start the car; instead, you immediately feel at home in the cockpit, and the ergonomics, as is typical of Porsche, leave nothing to be desired. With its futuristic-sounding engine note, you feel more like you’re gliding through space in a spacecraft than driving a sports car.

The air suspension also contributes to this—in normal operation, it puts even an S-Class to shame. But what immediately stands out is just how brutally the Taycan surges forward the moment you call up full power. Cautious drivers should warn their passengers in advance to brace themselves in their seats to prevent acceleration-related neck or spinal injuries. Interestingly, thanks to the low center of gravity resulting from the batteries mounted in the floor, the weight is barely noticeable on the racetrack, and the brakes show no fading even under the most extreme conditions—which is certainly due in part to regenerative braking. It’s unbelievable how this car turns. One is almost tempted to say that the Porsche engineers have defied the laws of physics with the Taycan. On the racetrack, this “glider” suddenly transforms into a thoroughbred sports car—if you set aside the issue of sound. Just to illustrate what we’re talking about: In Turn 3, the Taycan Turbo S is 3 km/h faster than the GT2 RS! With a lap time of 2:07.1, it’s on par with the Lamborghini Huracán, beating the BMW M8 and AMG E 63 mentioned earlier by over 2.5 seconds—and still beating a GT3 RS (991) by 0.5 seconds!

Most of the time on the racetrack, you gain time when accelerating out of the corners. Thanks to perfect traction, the incredible torque and the resulting thrust catapult the car out of every corner about 0.2 seconds faster than any other top-tier sports car tested to date—and without any loss of power over the entire lap! If you’re tempted to say, “Yeah, but it’ll be done after three laps!” I’m afraid I have to disappoint you, because during the HOTLAP, the Taycan drew only 11% of its power from the batteries and can cover about 45 km—or 10 laps—at race pace on the Pannoniaring. With the right charging infrastructure, it’s 80% charged again in 30 minutes and ready to go after the GT3 RS once more.

CONCLUSION: The Taycan Turbo S is a car in which the “Normal – Sport – Sport+” range works better than in any other. In Normal mode, you feel like you’re gliding along during everyday driving, as the air suspension isolates the driver from virtually all of the road’s bumps, hardly any road noise penetrates the cockpit, and there are no drive-related vibrations to be felt. In Sport+ mode, the Taycan Turbo S delivers a surge of power that, combined with the sound, feels like the Enterprise at Warp 8. It’s the only car I know of that makes even some drivers feel queasy due to its brutal acceleration, yet is still fun to drive on a track day—and is sure to leave many a sports car driver in awe.

Even in its fifth generation, the GT3 RS continues to impress as the ultimate track car.

Visually, the current RS bears a very strong resemblance to its racing counterpart, the GT3 Cup.

But the massive rear wing and the wheel-well vents are primarily there for aerodynamic reasons and ensure extremely good downforce figures. In addition, compared to the GT3, an extra inch of track width and the newly tuned rear-axle steering provide enormous stability at high speeds. The brakes perform at nearly the same level as those on a GT3 Cup race car, and the ABS tuning is perfect for the racetrack. The PDK shifts quickly and with exceptional precision, and during gear changes, the engine speed is optimally matched, preventing any disruptive effects caused by drag torque. But the most impressive feature is undoubtedly the RS’s traction—which takes some getting used to.

As for the 911 Turbo S—whose body was also used here—the car is extremely demanding when it comes to track use and requires the driver’s full concentration. Unfortunately, we encountered some traffic on the track, so the lap time doesn’t fully reflect the car’s potential. Lap times in the low 2:06 range are certainly achievable.

CONCLUSION: The RS is clearly superior to the standard GT3 in every respect and is very much tuned for racing. On the racetrack, however, it is bested—albeit by a narrow margin—by the “everyday car,” the Turbo S, which offers more power and traction, along with similarly good brakes and suspension.

The fastest production 911 of all time?

While the GTS designation in previous models was historically more a result of a clever marketing strategy than of improved track performance, it’s clear that Porsche’s engineers had a major say in the design of the current GTS.

As of 2017, the 991.2 GTS was the fastest 911 ever at Hockenheim with a time of 1:08.0! Whether it was the 911 Turbo (1:08.2), the GT3 RS (1:08.5), or the GT2 RS (1:08.4)—they ALL were beaten in the auto-motor-sport Supertest! Even at the Hockenheimring, it shared the title of “fastest production 911” with a time of 7:24—until the 2018 GT2 RS was released…and, mind you, it did so while remaining fully suitable for everyday use! So I was naturally eager to see how the new GTS would perform on our test track.

What immediately stands out when you get in: The sport bucket seats offer extremely good lateral support on the racetrack, with enough comfort for everyday driving. Awesome! The engine is impressive, too! The two turbos operate so smoothly that you almost feel like you’re in a car with a naturally aspirated engine and extremely high torque. The engine revs eagerly to the redline and literally catapults the GTS forward. The PDK works perfectly, too.

When you switch to Performance mode using the rotary control—which is optimally positioned on the steering wheel—the PDK shifts without any change in torque, which makes the car very stable on the rear axle when shifting gears while cornering. The PASM Sport suspension provides tremendous traction. Combined with the Porsche Torque Vectoring Plus system—which slightly brakes the inner rear wheel during dynamic cornering—and the electronic rear-axle differential with fully variable torque distribution, the GTS practically craves corners and boasts exceptionally good handling.

The PCCB, derived from the 911 Turbo S, features yellow-painted 6-piston aluminum monobloc fixed calipers on the front axle and 4-piston aluminum monobloc fixed calipers on the rear axle. Just like in its bigger brother, it performs superbly here as well, offers perfect modulation, and excels with consistent pedal feel and unchanging braking performance even at the end of the turns.

CONCLUSION: For me, the GTS is currently the most well-rounded 911. It’s incredibly fast, perfectly suited for everyday use, and feels right at home on the racetrack as well. Considering that the test car wasn’t equipped with semi-slicks but rather Pirelli P Zero tires in the N1 compound, the GTS is actually faster at the Pannoniaring than the pre-facelift GT3 RS and at least as fast as the more powerful—but also significantly heavier—Turbo S. For me personally, it’s currently the best choice from Porsche if you’re not necessarily looking for a hardcore track tool like the current GT2 RS or GT3 RS… and it’s also significantly more affordable!

The Exige’s performance specs alone speak for themselves: this is a true track car! You’ll find this same impression inside this British racer as well: perfectly fitted bucket seats, an extremely low seating position, and absolutely no frills like air conditioning or a radio.

The sound is thunderous, and the 6-speed dogbox transmission does the rest to create a genuine motorsports experience. The Exige doesn’t just look fast—it is fast. The diffuser and rear spoiler provide more downforce in fast corners, and the supercharged 1.8-liter engine responds to the throttle like a naturally aspirated engine. The brakes have no trouble handling the 840 kg weight, the balance is spot-on, and every meter on the racetrack is a blast.

Something I was aware of, but which still surprised me: just how drastically driving this car with a passenger affects its balance. My solo lap time improved from the already impressive 2:08.2 to 2:05.6—a time that’s clearly on par with supercars. However, you’re constantly challenged, as the Exige transitions from neutral to slightly oversteering under load and then into understeer, making it difficult to keep on the ideal line.

In my opinion, the Exige would have even more potential if it were equipped with a balance bar system instead of a pressure-reducing valve for brake force distribution: The pressure curve would be more consistent, and you’d be able to “play” with the brakes more.

A height-adjustable steering wheel would be ideal, as taller drivers may find there isn’t enough space between their legs and the steering wheel. Another point of criticism is the extremely narrow accelerator pedal, which makes it virtually impossible to brake and double-clutch while downshifting—something that’s almost incomprehensible in a car like the Exige.

​ CONCLUSION: Despite the criticisms mentioned, this is an absolute track day machine! The car performs on par with the KTM X-Bow, and it’s definitely worth considering as an alternative if you feel more comfortable with a roof over your head.

With the C6 Z06, Corvette has already produced a car whose suspension and brakes are track-day-ready and can keep up with its massive engine power.

The seventh generation naturally impresses with yet another significant boost in performance thanks to the built-in supercharger. With 659 PS and 881 Nm, a brutal amount of power is always on tap.

Fortunately, the changes aren’t limited to the engine: both the suspension and the brakes are perfectly tuned to the vehicle. The ABS modulates smoothly and almost imperceptibly, without any unpleasant interventions, and the 371-mm front brake rotors provide impressive stopping power without fading. Although the steering effort is higher than on the previous model, so is the grip on the front axle, which—as befits a track car—responds very directly when turning in. Traction at both the front and rear leaves nothing to be desired, which is certainly due in part to the excellent Pilot Super Sport tires.

Compared to the standard Corvette C7, everything naturally feels faster and more responsive in the current Z06, and it definitely deserves the title of “supercar.”

Unfortunately, the automatic transmission didn’t win me over, which is a real shame, because otherwise the Z06 has no weaknesses and is an absolute blast to drive. Contrary to the opinion of some auto magazines, there is one major point of criticism here, in my view: There are annoying delays when shifting up, and the ability to preselect the next lower gear before a turn—which is otherwise standard in this category—is missing; furthermore, it’s often unclear whether the automatic transmission has accepted the gear selection when downshifting or not.

CONCLUSION: The Corvette Z06 deserves the title of “supercar” more than ever and sets the bar incredibly high—or low—for the competition in terms of value for money, since, without getting into philosophical debates, you save roughly EUR 100,000 compared to the competition. That would be enough to buy a BMW M3 if the two seats aren’t enough for a family outing. However, anyone looking for the fastest open-top two-seater on the market—with a great sound and brutal yet controllable power delivery—and who also wants to hit the racetrack every now and then will certainly be happy with the Z06 Convertible and need not shy away from comparisons with German or Italian supercars.

When looking at the key specifications, two things immediately stand out: power and torque are exceptionally high at 600 PS and 750 Nm, but so is the weight, which exceeds 2 metric tons. In terms of traction, the M8’s all-wheel drive is certainly an advantage compared to high-performance rear-wheel-drive cars such as the Corvette, which, on the other hand, weighs nearly 500 kg less.

So I was curious to see where today’s test candidate would rank on our HOTLAP list. The most comparable car in terms of performance and powertrain is the Mercedes-AMG E 63 S, which I’d already had the chance to test at the Pannonia Ring and which also struggled with its weight. However, it’s important to remember that neither the AMG E 63 nor the BMW M8 was designed primarily for the racetrack; instead, they’re mainly driven by their owners in everyday life and must meet corresponding comfort requirements.

The 4.4-liter V8 makes its presence known right from the start and delivers a powerful sound, though not quite as mighty as the AMG 8-cylinder engines. As is customary with BMW, there are no complaints regarding ergonomics and operation, and the braking system also performs admirably, showing no signs of weakness. The fact that the built-in ZF 8-speed automatic transmission is currently one of the best on the market is also evident in this BMW.

Unfortunately, the comfort-oriented setup is noticeable on the racetrack in two ways: When turning into corners, a skilled and sensitive touch is required, as the M8 Convertible immediately responds to any slightly firmer steering input with extreme understeer—though in this particular case, this hypersensitivity may have been due to the tires, which were no longer brand-new. Almost worse on the Pannoniaring circuit, however, is the comfort-oriented, soft tuning of the springs and dampers: the resulting roll around the longitudinal axis subsequently causes the vehicle to slide when pushed to the limit. Combined with the convertible’s inherent lower rigidity—compared to its hardtop siblings—this unfortunately fails to deliver a true “track-driving feel.”

CONCLUSION: The M8 Convertible impresses with a fantastic sound and a powerful V8 engine, and spoils its owners with every conceivable comfort. Equally impressive is the acceleration of this powerful engine. You can therefore have a lot of fun with the M8 Convertible, and with a lap time of 2:09.6, it leaves quite a few sports cars in the dust. Still, the drive to the racetrack will be more fun than the drive on the track itself, because the M8 Convertible is more of a spirited Gran Turismo than a track car.

With the Cayman GT4, Porsche introduced its first GT sports car based on the Cayman in 2015.

When it comes to technical components, Porsche has drawn in part from its “big brother, the 911.” The suspension is based on components from the 911 GT3 (991) and has been completely retuned. The same goes for the braking system, which also comes from the 911 GT3. The engine is also a familiar face, coming from the rear of the 911 Carrera S. To fit it in the GT4 as a mid-engine, the 3.8-liter 6-cylinder boxer engine was rotated 180 degrees.

Among purists, the GT4 with its naturally aspirated engine and 6-speed manual transmission is considered an insider’s tip when it comes to “pure Porsche feeling,” so I was very curious to see how the Cayman would perform, especially when compared to the GT3.

Externally, it stands out clearly from its civilian Cayman siblings: The aerodynamics package is designed specifically to generate downforce and also makes quite an impression visually: Three striking air intakes at the front and the large, fixed rear wing make it clear that the GT4 is serious about its racetrack ambitions. The car I tested had, so to speak, everything on board that makes it a thoroughbred sports car: a PCCB ceramic brake system, full bucket seats made of carbon-fiber-reinforced plastic (CFRP), a special Sport Chrono Package with the unique Track Precision app, and the Clubsport Package.

But let's get to the crux of the matter: Does the Cayman GT4 deserve the "GT" designation?

As is typical for Porsche, the GT4 leaves nothing to be desired in terms of track performance: its suspension, brakes, and aerodynamics are designed for maximum driving dynamics, and in terms of handling, steering precision, and traction, it is comparable to the GT3. With a lap time of 2:10.3, it’s even a tad faster than significantly more powerful cars such as the Audi R8 V10 (540 PS) or the Mercedes-AMG E63 S (612 PS), and it beats the GT3 997 MK2 (435 PS) by over a second. Compared to the 991 GT3 RS with 500 PS—and especially to the 991.2 introduced in 2018 with 520 PS, which performs exceptionally well on the racetrack—the lower engine output is, of course, noticeable. This is also clearly reflected in the lap times, and the current GT3 RS, with a time of 10:04.2, clearly shows who’s boss.

CONCLUSION: The GT4 is a mid-engine sports car that’s a blast to drive on the racetrack or on winding roads. Purists who prefer manual transmissions, in particular, will have a lot of fun with it. For those who find the “organ donor”—the Porsche 911 Carrera S—too big and too comfortable, and who can do without the emergency seats or would rather invest the extra cost of a GT3 model in a well-equipped everyday station wagon, the Porsche Cayman GT4 offers a compact, rugged, and authentic character with unmistakable GT genes and excellent track-ready capabilities.

Before I get into the actual test, I’d like to briefly outline the general conditions, as they have changed somewhat since we began our tests. The procedure remains the same: The cars are “as-is,” meaning, for example, that we have no control over the make and condition of the tires and brakes, nor do we have the ability to thoroughly test or modify the setup. That means: mount the cameras, warm-up lap, HOTLAP, cool-down lap.

While rear-wheel-drive cars exhibit behavior at the limit that experienced motorsport drivers can assess relatively quickly, modern, high-performance, all-wheel-drive sports cars tend to behave indifferently when pushed to the limit. Combined with an overall design concept focused on safety and supported by electronic systems, the car can therefore react very differently in situations that are, in principle, similar. To determine the best possible lap time, it would therefore be necessary to first test different setups, complete 5 to 10 laps, and only then go in pursuit of the fastest time. While the potential for optimization (i.e., a hot lap for the fastest possible time) may be in the range of tenths of a second for some cars, it can certainly be in the range of 1–2 seconds for highly engineered supercars. The current candidate falls into the latter category.

The current R8 V10 Spyder is heavily based on its sister model, the Hurricane, and with 540 PS, 540 Nm, and a 5.2-liter V10 engine, it has all the right ingredients for a super sports car. Ergonomics, styling, and perceived quality are top-notch, and a lot has changed, especially in the interior design. The ambience can certainly be described as sporty and luxurious. The previous model already surprised me quite a bit in terms of Nürburgring performance; only the “old” S-Tronic failed to win me over, though the poor lap times back then were largely due to the 5-year-old tires.

The current model shows no weaknesses here. The 7-speed S-tronic shifts quickly and precisely, and you’re immediately in the right gear, even when downshifting rapidly. The brakes never feel overwhelmed and are easy to modulate, and the sport seats provide ample lateral support, even at brisk speeds. At the owner’s request, the hot lap was completed in “Track Mode with ESP off.” This makes the power delivery extremely rear-biased, allowing you to really let the rear end slide out if you want—though this comes at the expense of traction and prevents full acceleration out of the corner.

Even slight oversteer going into a turn isn't conducive to a top lap time. As mentioned at the beginning, a different setup and use of the quattro drivetrain might have been faster here.

One word immediately comes to mind after just a few meters: “brutal!” Thanks to the 4-liter V8 and the two twin-scroll turbos, the full 850 Nm of torque is available as low as 2,500 rpm—and, thanks to AMG 4MATIC+, that torque is efficiently translated into forward motion. This is evident in the lap time as well as in the 229 km/h top speed from start to finish. The ergonomics are top-notch, as is typical for Mercedes, and the lateral support in the individually adjustable performance seats is excellent. The powerful sound perfectly matches the sedan’s sporty character, as do the AMG Ride Control suspension and an ESP system that can be completely deactivated. This AMG also appeals to the emotions.

One minor criticism concerns the drivetrain. You can’t shake the feeling that—at least on the racetrack—the torque distribution between the front and rear axles reacts a bit too sluggishly, which unfortunately leads to somewhat unresponsive handling. In contrast to, for example, the 911 Turbo or the Audi R8—which drive like “rear-wheel-drive cars with added traction”—the electronics here intervene somewhat unnaturally, attempting to counteract the desired slight oversteer and “straighten out” the car, which is more of a hindrance than a help on the racetrack.

That’s a shame, because the steering is smooth and precise, and the AMG SPEEDSHIFT MCT 9-speed sports transmission (automatic with a wet multi-disc launch clutch) shifts quickly and accurately. The only drawback during racing: even in manual mode, gears cannot be preselected when downshifting. The high-performance composite brake system on the test vehicle performs well in normal driving conditions, as one would expect from AMG, but reaches its limits at racing speeds—a fact undoubtedly due to the vehicle’s weight of 2 metric tons. After just one lap, the pedal feel had already become soft. However, this issue could potentially be addressed with the optional high-performance ceramic composite brake system. The weight is also noticeable when braking into corners, causing the E 63 to push over the front axle; in other words, you really need to have completed the braking maneuver before entering the corner to avoid understeer at the corner entry.

CONCLUSION: Even with the AMG E 63 S, it’s impossible to square the circle, because at two metric tons, it’s simply too heavy to be a true supercar. Of course, that doesn’t mean it’s “slow”—its power delivery is brutal, and it’s truly fast. On the Pannoniaring, for example, it leaves even the Porsche 911 GT3 (997)—which was designed for the racetrack—and the current BMW M4 in the dust. However, at least the stock brakes quickly reach their limit under hard driving, and the all-wheel drive doesn’t perform 100% convincingly in track conditions. But if you’re looking for an everyday sedan with plenty of punch and excellent traction—one that handles extremely sportily and is accompanied by a great V8 sound—you’ll certainly enjoy this powerhouse!

With the C6 Z06, Corvette has finally produced a car whose suspension and brakes are track-day-ready and can keep up with its massive engine power.

The heart of this muscle car is undoubtedly its seven-liter naturally aspirated V8 engine, which delivers 512 PS and 637 Nm of torque—providing brutal power and endless torque—and translates every movement of the accelerator pedal directly into forward thrust.

Thanks to its massive displacement, the Z06 never seems strained and consistently delivers its full potential, and thanks to the alloys used, it can handle engine speeds of up to 7,000 rpm.

The mechanical steering doesn't feel quite as "perfect" as electromechanical steering, but it fits the car's overall character and is sufficiently precise. The same goes for the 6-speed transmission: even though it doesn't allow for "jerking" through the gears, it operates precisely and shifts smoothly.

You also have to take into account that the C7 Z06 is already on the market, and the C6 is already nearly 10 years old—yet it still makes a very good impression overall. The seats could offer a little more lateral support, but that’s not a major criticism.

The massive torque requires a delicate touch on the accelerator pedal; otherwise, traction will quickly reach its limits. Paradoxically, it is precisely this constant excess of torque that makes the Z06 seem “slower” than it actually is, since it constantly responds to the throttle with such ease.

Unfortunately, the brakes on the test vehicle were sticking, which meant they weren't performing at 100% capacity; however, the brakes generally have no trouble slowing down the Corvette, which weighs only 1,440 kg.

The top speed of 224 km/h recorded at the Pannoniaring suggests that this was also a test vehicle with performance figures toward the upper end of the range.

CONCLUSION: The Corvette Z06 rightfully deserves to be called a supercar, and in terms of value for money, it can almost be considered a bargain.

The fact that it also doubles as the perfect cruiser for everyday use—if you so choose—makes it ideal for anyone who wants to drive to a track day on their own and still compete at the very front of the pack at the Ring.

Driving a GT3 around the racetrack is always a blast!

Especially when it comes to a car that’s as well-tuned as the one we tested. The vehicle was perfectly balanced and had good traction despite being equipped with street tires. Porsche’s “rear-engine, rear-wheel-drive” concept really does make sense.

Both the braking power and the brake pedal feel of the GT3 set the benchmark, and few vehicles offer such consistent, sustained performance on the racetrack. Unfortunately, the GT3 had a shorter gear ratio than the original and was therefore not optimally tuned for the Pannoniaring, which required constant gear changes and had a rather negative impact.

Still, the GT3 is a blast to drive, handles incredibly well, is fast, and is rightly regarded—not just by 911 fans—as “the track tool.” The fact that it’s street-legal—meaning you can even drive it there yourself—and its strong resale value ultimately make it one of my favorites for the racetrack.

The BMW M2 F87 was eagerly awaited by many die-hard BMW fans. They find the current M3 and M4 “too big”; four-cylinder engines optimized for fuel efficiency are on the rise; and a 2 Series Active Tourer causes them physical distress anyway.

The M2, on the other hand, is finally supposed to be an “old-school” BMW again—nimble, agile, compact, and sporty. For many, the question also arises: “Is the M2 better than the M4?” That’s exactly what we want to find out with our latest Hotlap candidate.

In terms of size, the M2 is roughly on par with the M3 E46, making it well-suited as a compact sports car to deliver fast lap times and plenty of “driving pleasure.”

The front and rear axles, brakes, steering, and 7-speed DKG are carried over from its bigger brother, the M3/M4, and have been specially adapted for the M2 to make driving it even more fun.

Unlike the S55 bi-turbo engine, which delivers 431 PS in the M3 and M4, the M2 is powered by the 370 PS N55 engine with a twin-scroll turbocharger—also a six-cylinder engine with a displacement of three liters. ​

Interestingly, the difference is barely noticeable on the racetrack. The engine revs up almost like a naturally aspirated engine, and the full torque of 465 Nm is already being delivered to the rear axle starting at 1,400 rpm.

The steering, brakes, traction control, and DKG perform flawlessly even in the M3 and M4, and they do an excellent job in the M2 as well. Due to its shorter wheelbase, the M2 feels a bit more twitchy and unstable on the racetrack than the M4.

On mountain roads, this added agility can certainly provide a higher level of lateral dynamics for fans of refined drifting.

Unfortunately, BMW hasn’t quite nailed it when it comes to the “///M & Trackday” concept: There are no shift lights, no oil temperature gauge, and not even a tachometer with a variable red zone that rises as the engine reaches operating temperature. There are also no M buttons that allow you to call up individually preconfigured setups at the push of a button. What has unfortunately already been carried over from the M3 and M4, however, are the brake issues: The durability of the rotors isn’t what we’ve come to expect from BMW M models. Under hard driving conditions, the brake rotors are worn out after just 10 laps—which, while it doesn’t affect the lap time, is unacceptable for a vehicle designed as a track tool.

CONCLUSION: The fact that the M2 held its own against the M4 on the test day was ultimately due to the non-standard Michelin Cup 2 tires; nevertheless, the M2 is an absolutely successful compact package that can hold its own against the M4 and also performs well in everyday driving. In contrast to the M4, it offers significantly fewer options in terms of equipment, but that is precisely what defines the car’s character and is the reason why purists will choose it. If BMW were to make some improvements to the brakes and equip the M2 with the usual ///M features, it would truly be everything it claims to be.

BMW's M3 models have always been synonymous with pure sportiness and ensure that the brand is imbued with that motorsports flair that makes it so popular among its fans.

Two things have changed with the current model: The marketing strategists have given the 3 Series Coupe a new name, and the engine engineers have added two turbochargers. Has the M4 remained a “true” M at its core? Setting aside any philosophical debate, the answer is a resounding yes! The two turbochargers and the 3-liter inline-six are so perfectly tuned to each other that none of the naturally aspirated engine’s character is lost, and there’s no noticeable turbo lag in this engine that revs so beautifully. What you definitely notice is the massive torque of 550 Nm, which is available as low as 1,850 rpm and delivers brutal acceleration. The DKG works perfectly on the racetrack, downshifts with double-clutching, and allows you to “preselect” the desired gear. What’s a bit puzzling, however, is that BMW artificially “tunes” the otherwise superb DKG to be “sporty” by increasing torque during upshifts, which makes gear changes abrupt and jerky and causes unnecessary vibration at the rear axle.

The suspension setup is generally a bit on the firm side, which I personally really like, but the M4 still has excellent traction, especially considering its massive torque. In a direct comparison with the M2, however, the M4 feels significantly more planted and less twitchy on the track.

Unlike its smaller sibling, the M2, BMW has equipped the M4 with everything that creates that M feeling: shift lights, an oil temperature gauge, a tachometer with a variable red zone that expands as the engine reaches operating temperature, and two M buttons that allow you to call up individually preconfigured setups at the push of a button. The fact that the M2, which was tested on the same day, was still able to beat the M4 by 1.3 seconds despite having less engine power was primarily due to the fact that it was equipped with semi-slick tires.

The ergonomics, the sport seats, the layout of all the controls, and the seating position are all perfect and quintessentially BMW. The steering is firm and direct, and the feedback is perfect for navigating the course with precision.

Unfortunately, like the M2, the M4 also struggles with brake rotor durability: Under hard driving conditions, the stock brake rotors begin to wobble after just a few laps. The test vehicle had already been retrofitted with 380-mm Carbopad racing brake rotors, so the brakes showed no fading whatsoever and offered excellent modulation.

CONCLUSION: Unless you have a family of five to drive around, the M4 can certainly be described as “the perfect all-rounder with that certain something for car enthusiasts.” Whether in the city, on state highways, on the highway, or on the racetrack, the M4 feels right at home everywhere and delivers plenty of driving fun. Provided you have the necessary self-control, you can cruise comfortably to a business meeting, then push it hard on mountain roads on the way home, and even treat yourself to a trip to the racetrack on the weekend.