With this added swoosh from the turbos, all I need to make sure of is that I'm keeping revs in the higher sweet zone between 3300 and 5400 where I can benefit from at least 590 pound-feet of torque spitting through the rear axle. Hence the most impressive mid-range performance where the GTstreet RS really puts distance between it and the factory car.
But is it controllable? I actually do not mind at all the PASM of the new GT2, no matter that open-shirted hot shots try and shame me for it. While I miss it, however, I also like straightforward hands-on adjustable coilovers. The default screw set for the ten-setting Bilsteins on my car here (the chassis has been threaded to take them) was just right for top speed hauls over the local autobahn and sturdy enough reactions through the tight curves. Having specially formulated 20-inch Michelin Pilot Sport Cup Plus tires on slightly offset Formula III forged alloys made everything better over the typically yogurt-smooth German roads. Any rough stuff and you feel it, whining like a prom princess.
I'll just leave at saying that I backed off at 195 mph while I still had 20 or so mph to go. Those few cars and trucks on the autobahn were blipping past so damned quickly that I couldn't risk some Oktoberfest drunkard in lederhosen choosing the fast lane. The sensation is amazing because the overall fore-aft stability provided by the GTstreet RS full carbon fiber aero package is stunning. Whereas every single 911-bodied Porsche at some point gets lighter in the nose, TechArt has removed all of this tendency with the new nose piece, front hood, roof spoiler, diffuser, rear wing, and side blisters, all working in perfect harmony to hold things steady over the pavement while not creating too much wind resistance.
The utterly orgasmic rear wing has an adjustable range of roughly ten degrees and 6/10 of an inch up and down within the side brackets. For my drive, the wing was up at its highest and had a plus-3-degree setting, striking a happy medium of downforce and slipperiness. This cheese cutter is 51.2 inches wide and the best looker in the aftermarket business. The other showpiece is the carbon-fiber front hood that smooths airflow over the hood/windshield seam and provides added downforce at a point where airflow is usually unmanaged or wasted. The hood weighs 11.5 pounds, or 33 percent less than the standard GT2 hood panel.
Bored with strictly using the Nrburgring Nordschliefe as the barometer of success, TechArt quotes a lap time of the 1.67-mile shorter circuit at the Hockenheimring of 1.06:811. A standard GT2 does the same in 1.09:700 and a Carrera GT in 1.08:600.
Oh yes, I win.
While you and I were growing our hair and feeling as though we were rocking out maximally to Bon Jovi's "Living On a Prayer," Thomas Behringer and Matthias Krauss were formulating their plot to take over the world of aftermarket German fun.
Behringer was the geeky economics student and Krauss was the geeky engineer. They met during university studies while both were interning at Gemballa. At some point in late 1986, the two turned to one another over a steaming plate of bratwurst and agreed that the way Gemballa was doing this was not the way to do it.
Behringer in particular had always wanted his own business. "We started out in 1987 doing interiors and car stereo loudspeaker panels," he says. "We were also very quickly on to custom wheels and finer leatherwork for Mercedes and other marques." This explains a lot as to why both TechArt wheels and interiors are considered by many to be the best in the world of Porsche.