Porsche Malaysia Archives

Review: Malaysian Made Porsche Cayenne Is A Sports Car For The Family

The automotive world stood still when Porsche took the covers off the first Cayenne at the Geneva Motor Show in 2002. Mouths agape, the world’s automotive media would later go into a frenzy calling it everything from ugly to outright blasphemous.

Porsche would lose many of its loyal fans who thought the company had lost its direction with the Cayenne. Most of them would later return when the Cayenne turned out to be Porsche’s savior.

The Cayenne would go on to be Porsche’s best-selling model for many years, until the Macan arrived but that’s a different story. A lot has been written about the Cayenne since then, but crucially the success of the Cayenne provided much needed cash flow for Porsche to continue building cars it was well known for, like the Turbo, the GT3 and the GT2. Not to mention all the RS variants that have since come along.

“I first saw the first-generation Cayenne testing around the streets of Stuttgart before the launch as I was there for a meeting,” said a former dealer recently in an exclusive but private interview.

“Just like everyone else, I didn’t think much of the design, but then I drove the car and was blown away. I have had the good fortune to own several Porsches and even race them, and the Cayenne is still very much a Porsche at heart. And I have owned every generation since the launch and still drive a Cayenne today,” said the person who we must keep anonymous due to a watertight non-disclosure agreement.

And therein lies the appeal of the Cayenne. Despite its size, its clumsy looks and weight, it is still very much a Porsche underneath. Call it a wolf in sheep’s clothing but the Cayenne probably single-handedly put the word Sport in Sport Utility Vehicle. And almost every automaker who builds a high-performance SUV must thank Porsche for the major risk it took when introducing the Cayenne.

We can go on and on about how successful the Cayenne is and how it has won several races and even explored roads where a SUV is not meant to go. But there is so much out there already that all it takes is a simple Google search.

We are here though to talk about how proud Malaysians should be for the fact that Malaysia is the only country outside of Europe where a Cayenne is built.

Since 2019, the Cayenne has been assembled in Kulim, Kedah through a joint venture between Sime Darby and Porsche AG. This has not only made the Cayenne more accessible to more Malaysians but it has also created high-skill jobs for Malaysians.

Not only that, Porsche has ensured that the Cayenne looks and feels exactly the same as its European made siblings. Step inside a locally-made Cayenne and it does not only look and feel the same but it also smells the same. It makes one wonder, if Audi has its legendary nose team that ensures all Audis smell the same, does Porsche have its own nose team as well? That is a question for a separate interview.

Now in its third-generation, the Cayenne is as popular as ever with Porsche selling 100,000 units worldwide in 2022 alone. With 2023 coming to a close soon, we are expecting the Cayenne to have found even more homes. Why? Because Porsche introduced the facelifted version of the third-generation Cayenne earlier this year, and it builds on the strengths of the already very capable model it is based upon.

Porsche Malaysia introduced the facelifted Cayenne for the Malaysian market in early October of this year, becoming the second locally assembled Cayenne. And just like the first one, it too looks and feels like it was made in Europe. And Porsche deserves credit for that since consistency in the automotive business is always difficult to emulate.

While the underpinnings may be the same, the face-lifted Cayenne is distinguished by an updated design. The front features arches at the side of the new bonnet that is also taller by a few millimeters, giving the new Cayenne a more commanding presence.

The front is also distinguished by new Matrix LED headlights that now only look great but are also quite smart. The headlights determine illumination levels by analysing data from the SUV’s speed, camera and navigation systems to ensure the driver has maximum visibility in low light conditions.

The side of the Cayenne is largely the same but the rear gets a new three-dimension taillights as well as a new light strip that runs across the width of the car and connects both the taillights. It gives the rear of the car a cleaner design.

Porsche Malaysia also provides customisation options for those who want their Cayenne to stand out. Take the wheels for example, the standard wheels measure in at 20-inches and feature quite a lot of rubber that is great to maximise comfort but look somewhat boring. For the adventurous (and with deep pockets), there’s also the choice of 21-inch wheels that look great but will set you back RM45,000. Or if that is still too small for you, there are 22-inch wheels that look amazing and cost an eye-watering RM49,000.

Powering the Cayenne is the same 3.0-litre turbocharged V6 engine found in the previous model. However, power has been hiked by 13PS and 50Nm for a total of 353PS and 500Nm of torque. Power is sent to all four wheels through an 8-speed Tiptronic S gearbox while top speed is rated at 248km/h. Acceleration from zero to 100km/h on the other hand is marked at impressive 5.7-seconds.

The interior of the Cayenne is where the new truly distinguishes itself from the old. The new Cayenne receives a full digital instrumentation cluster, which is a first for the Cayenne. This revolves around the new digital instrument cluster that measures in at 12.6-inches. In true Porsche fashion, an RPM dial still dominates the centre of the panel, just like it always has since the first Porsche back in 1949.

The centre of the dashboard is dominated by a 12.3-inch infotainment screen that offers Spotify and Apple Music as native apps. That means you do not need to plug in your phone to listen to either applications, but there is also Apple Carplay and Android Auto for those who need more.

The overall design of the interior is cleaner than before with fewer buttons and discreet air-conditioning vents that look like they have been merged into the dashboard. Even the traditional gear lever that used to be at the centre console has been repositioned to the left side of the steering wheel and is now a toggle-like switch rather than a lever, which we first saw in the Taycan.

However, Porsche didn’t go full Tesla with the digitalization of the interior. There still are some buttons and knobs such as the volume dial and tactile buttons for the climate control system.

And Porsche has also retained the grip handles located on the centre console, just as they always have been since the first-generation Cayenne. Most importantly, unlike a Volvo XC90 nothing rattles or buzzes when in motion.

The overall size of the interior remains the same with enough room for five people to get more than comfortable. And in case the rear passengers need to be entertained, you can opt for the Porsche Tequipment option that gives you two 10.1-inch touchscreen displays placed at the back of the front seats. This gives access to a variety of options such as Youtube and Netflix.

From behind the driver’s seat, the new Cayenne is still very much a Porsche at heart, just like it always has. The air-suspension does a brilliant job at isolating the cabin from the rumble and tumble of the road underneath. But when you want to have some fun, the suspension stiffens and gives you maximum control of the two-ton SUV.

The best part of the new Cayenne is its jekyll and hyde like character – soft and supple for maximum comfort at one moment, and it all changes at the press of the steering mounted button. Select Sport and the powertrain immediately comes alive and responds to every twitch of the accelerator pedal. The suspension stiffens to reduce body roll, but not to the point of being trashy. The passengers may not even feel the suspension stiffening if you do not mention it, such is its compliance.

At RM599,999 (RM662,499 with all the options), there really is little doubt why the new Porsche Cayenne is as popular as it is. While its competitors like the Volvo XC90, BMW X5 and the Mercedes-Benz GLE focus on being efficient and comfortable, the Cayenne takes a different approach.

The Cayenne focuses on driving pleasure without compromising on comfort. It is still very much a Porsche at heart, and that can only mean one thing – uncompromised performance. Except in the Cayenne, you can share the joy of driving with five other people.

Specifications:
Engine: 3.0-litre, Turbocharged, V6
Power: 353PS @ 5,300rpm
Torque: 500Nm @ 1,340rpm
Transmission, 8-speed Tiptronic S
Top speed: 248km/h
Acceleration (0-100kmh): 5.7 seconds

We like: Performance, Comfort
We don’t like: We prefer the previous design

New Porsche Cayenne Officially Launched- From RM600k

Last month, Porsche Malaysia announced that the new Porsche Cayenne, designed exclusively for the Malaysian market, was available for online ordering through a streamlined digital platform.

Now, the new Cayenne is officially launched. It has emerged with a striking blend of design enhancements and advanced technologies, elevating its presence and performance. Let’s delve into the key features that make this luxury SUV an exciting prospect for automotive enthusiasts.

Exterior Design

The Cayenne’s front end undergoes a significant redesign, showcasing more pronounced wings, refreshed hood, and technically appealing headlights that add to the SUV’s commanding presence. The rear design is marked by three-dimensionally designed taillights, clean surfaces, and an integrated number plate holder. The standard inclusion of 20-inch Cayenne Design wheels adds to the sporty appeal.

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New Porsche Cayenne Available For Bookings – From RM600k

Porsche Malaysia, represented by Sime Darby Auto Performance, has announced that the new Porsche Cayenne, designed exclusively for the Malaysian market, is now available for online ordering through a streamlined digital platform.

The new Porsche Cayenne has undergone significant design and technology enhancements, resulting in a more expressive appearance and advanced features.

The front end has been redesigned, featuring more pronounced and muscular wings, a refreshed hood, and technically appealing headlights that accentuate the SUV’s width. The rear end is characterised by three-dimensionally designed taillights, clean and uncluttered surfaces, and a new rear apron with an integrated number plate holder, contributing to a distinct and modern rear design. Plus, it comes with 20-inch Cayenne Design wheels.

Matrix LED Headlights are now standard, representing a significant lighting upgrade. These headlights utilise data from the SUV’s speed, camera, and navigation systems to provide optimal illumination. The high beam area is divided into 11 segments, allowing precise control of the lighting to avoid dazzling vehicles ahead or oncoming traffic, a technology known as matrix beam.

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New Porsche 911 GT3 RS Launched In Malaysia-From RM2.6mil

Porsche Malaysia introduces the new Porsche 911 GT3 RS: a true masterpiece of automotive engineering. With a sleek design, advanced racing technology, and unparalleled power, the Porsche 911 GT3 RS is a dominant force on the road and the track that joins the 911 lineup here in Malaysia.

The 2022 launch of the GT3 RS brought forth a marvel where the aerodynamics of this 911 street car surpasses even those of the GT3 R race car.

What’s more interesting is that at the heart of the substantial performance enhancement lies the innovative concept of a central radiator – a concept initially introduced in the Le Mans class-winning 911 RSR and later adopted by the 911 GT3 R. Departing from the conventional three-radiator setup of its predecessors, the latest 911 GT3 RS implements a sizeable, angled centre radiator situated in the front of the vehicle, occupying the space typically designated for luggage in other 911 models. This ingenious modification has not only liberated side space but has also facilitated the integration of dynamic aerodynamic components.

Aerodynamics

Speaking of aerodynamics, the new 911 GT3 RS showcases numerous functional aerodynamic components in its design. A notable highlight is the swan-neck-mounted rear wing, larger than before, consisting of a fixed main part and an adjustable upper element. Notably, the wing’s upper edge surpasses the car’s roof height for the first time in Porsche’s production vehicles. The car’s front no longer includes a traditional front spoiler, replaced by a dividing front splitter that manages airflow over and under the vehicle. Sideblades efficiently direct air outward, while front wheel arches are ventilated through louvered openings in the front wings.

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3 variants of updated Porsche Macan now available for booking in Malaysia, prices start from RM433,154

Sime Darby Auto Performance (SDAP) has begun selling the updated Porsche Macan with cosmetic changes on the outside, enhancements within and improved powertrains. Prices (excluding insurance) start from RM433,154 for the Macan, RM623,593 for the Macan S, and RM786,232 for the Macan GTS with 2 years warranty coverage and 2 years free scheduled maintenance. The Premium Package is included as standard for the Macan and Macan S.

Redesigned front end
The compact SUV, still in its first generation after 7 years, has a redesigned front end with an inlay in the exterior colour, visually emphasizing the vehicle’s width. New 3D structural elements and dynamic side blades enhance the sporty look. LED headlights with the Porsche Dynamic Light System and Sport Design exterior mirrors are now standard on all models. At the back is a striking diffuser with a particularly technical design.

Customers can choose from no less than 14 exterior colours, including the new colours Papaya Metallic and Gentian Blue Metallic; Python Green is exclusively for the Macan GTS. With its Individual Colour and Paint To Sample options, Porsche Exclusive Manufaktur can further personalise the Macan.

Futuristic centre console
Inside the latest Macan, there is selected equipment from the 911 Carrera, as well as a futuristic centre console with a high-quality glass look. Intuitive touch-sensitive surfaces, instead of tactile buttons, provide a cleaner appearance while the new operating concept brings a clear and futuristic structure to the cockpit.

A new, shorter selector lever sits in the centre of the functionally organized control module. The analogue clock at the top of the dashboard is now also standard equipment, while many online functions and services are offered as standard. These can be controlled via the 10.9-inch full HD touch display of the Porsche Communication Management or by means of voice commands. The latest Macan also inherits the new multifunction and GT Sport steering wheels from the 911.

The Macan and Macan S with a Premium Package as standard get additional comfort and luxury features such as 14-way electric comfort seats with memory package, Power Steering Plus, Park Assist including reversing camera and surround view, automatic dimming interior and exterior mirrors, and BOSE Surround Sound System.

Redeveloped engine, increased performance
The redeveloped 2.9-litre V6 biturbo engine now produces 380 ps, 26 ps more than before. Torque has gone up to 520 Nm, 40 Nm higher than before. The new powerplant improves acceleration to for the 0 to 100 km/h to a claimed 4.6 seconds, with a top speed of up to 259 km/h.

For the flagship Macan GTS, the engine now delivers 440 ps, an increase of 60 ps, while 30 Nm more torque takes the peak figure up to 550 Nm. When fitted with the Sport Chrono package, the claimed 0 to 100 km/h time is 4.3 seconds and the top speed is 272 km/h.

At the entry-level, the 2-litre inline 4-cylinder turbocharged engine delivers 265 ps/400 Nm; compared to the engine used before, the difference is 13 ps/30 Nm. The higher output improves acceleration time marginally to take the Macan from standstill to 100 km/h in a claimed 6.2 seconds and on top a sop speed of 232 km/h.

All the engines have the same 7-speed Porsche dual-clutch transmission (PDK), with Porsche Traction Management (PTM) delivering power to all four wheels. Specifically tuned to the Macan it is equipped in, PTM enhances driving dynamics, improves driving safety and maximise grip and stability.

A key benefit of PTM is that it works efficiently with all driving dynamics systems and these systems complement each other. The most significant partner system is Porsche Stability Management, which controls power distribution to all four wheels on an even more individual basis using anti-slip regulation and automatic brake differential functions.

Optimised chassis and brakes
The wide suspension bandwidth balances maximum suspension comfort and dynamic sportscar performance. The chassis has been optimized further to allow the Macan to now respond with even more sensitivity and more directly to the driving situation and road conditions, giving the driver even better feedback via the steering wheel.

Porsche World Road Show 2021: The Ultimate Driving Experience!

Porsche World Road Show 2021: The Ultimate Driving Experience!

The Porsche World Road Show is a unique event that takes place the world over.

It is held at circuits that allow a driver to fully exploit a Porsche’s potential.

And when it comes to the Cayenne, rather than on-circuit driving, the now iconic SUV is driven on dirt tracks to show off its off-roading capabilities.

The PWRS in short, was recently held at the Sepang International Circuit.

And the entire circuit was booked, because half-track driving in a Porsche is borderline nonsense.

The cars were pretty amazing too – we got to spend time behind the wheel of the Cayenne, Macan GTS, Macan Turbo, Taycan Turbo and the Taycan Turbo S.

The star of the show though was the new 992 Porsche GT3. A car so brilliant that it deserved an article of its own, which you can read here.

Our day started in the Taycan Turbo S – a car deemed as the hardest accelerating electric car ever built.

It does the 0-100km/h in just 2.8 seconds, and reaches a top speed of 260km/h.

The electric motors that power the car are also some of, if not the best in the industry.

The motors give the car 622hp and 1050Nm of torque.

But with the overboost function selected, the car puts out a staggering 750hp!

Of course, such amazing capabilities doesn’t come cheap – the Taycan Turbo S costs an eye watering RM1.15 million!

Then we hopped into the Taycan Turbo.

I do wish we would have done it the other way around though.

Because after the brutality of the Turbo S – the Taycan felt subdued. Like a hungover horse being asked to gallop.

But despite that, it too puts out some unworldly numbers.

It too offers 622hp but torque stands lower at 850Nm.

However, unlike the Turbo S, the Turbo puts out 670hp when you select the overboost function.

The Turbo though is slightly more affordable than the Turbo S, with prices starting from a little over RM963,000.

This was the first time I got to drive both Taycans.

There was a similar drive event held at SIC when Porsche introduced the Taycan to the Malaysian market earlier this year.

But back then, we had passed our seat to legendary Malaysian rally driver Karamjit Singh to get his thoughts on a car the world was raving about.

You can watch that video below.

As a first timer behind the wheel of the Taycan, it was the acceleration that really blew me away, especially in the Turbo S.

Handling too was sharp but that is to be expected of a Porsche.

But you really do feel the weight of the car because the Taycan weighs over two tons.

You feel this going into corners, but then the acceleration more than makes up for it.

The brakes too felt spongy, but that is a typical character of electric and hybrid cars as the brake pedal also regenerates the batteries.

So you don’t really feel the initial bite of the brakes, and if you get caught out by it, you could end up with an expensive repair bill.

But once you learn to trust the brakes though, you realise that behind all that sponginess is the same iconic Porsche anchors that the German marque is so well known for.

We later jumped into the Cayenne for a spot of off-roading.

The off-road section was a purpose built course on the outskirt of the SIC.

The course was initially designed for dirt bikes.

But it was also a perfect place to display the Cayenne’s off-roading abilities.

In just about 300-500 metres, we found out that the Cayenne could hold its own in gravel, some loose mud, and some very uneven surfaces.

This involved some dabbing on the massive touch screen at the centre to raise the ride height of the Cayenne.

And some further dabbing was needed to tell the Cayenne that you were about to take it off-road.

And then you drive.

The off-road section is where the Cayenne truly put on a show as it sent power to wheels that were planted on the ground.

And sent zero power to wheels that were hanging in the air.

Intelligent is an understatement.

But I wasn’t too surprised here, because the Cayenne has already been proven to be a very capable off-roader plenty of times before.

If you didn’t already know, a couple of years ago, a few rally teams had contested the Cayenne in the gruesome Trans-Siberian rally that takes place in Russia, Siberia and Mongolia every spring.

It is a hardcore 4,400km rally where only road-legal cars with a few modifications are allowed.

The Porsche Cayenne won that race three years in a row.

There’s even a special edition Cayenne to commemorate that feat.

So there really is no better testament to the Cayenne’s off-roading capabilities than that.

But the Cayenne is unlikely to be used in such a manner, but just in case you needed to drive your Cayenne to the end of the world, know that you could.

After spending time with the Cayenne, we jumped into the Macan – a baby-SUV named after a Tiger.

This is another SUV that does not need any introduction, but it was a refreshment of sorts to show what it is really capable of doing when the road opens up.

First the Macan GTS.

I love Porsche’s GTS models because it’s a nod to what cars were like in the past.

Fun beasts that make you miss the old times when men drank their whisky (or whiskey if you’re so inclined) without worrying about it being fake, and chased girls without their antics being posted on social media.

There was a time when the GTS models were pure naturally-aspirated models.

But times have changed and the Macan GTS is now a twin-turbo’d V6 model with a 2.9-litre engine putting out 437hp and 550Nm of torque.

It’s still capable of some brutal numbers though with the 0-100km/h sprint seen off in a little over four seconds with a top speed rated at 272km/h.

These are numbers that were once associated with the top of the line Macan Turbo.

Of course, we were not given a chance to fully exploit its potential.

Just enough to tell you that acceleration was fantastic, and that it makes some encouraging sounds along the way, and that for an SUV that weighs a little under two tons, it actually handles quite well.

I was quite surprised by the brakes though because they lacked that initial bite.

Porsche didn’t give us the spec sheet of all the cars we drove but I suspect the Macan GTS had regular brakes fitted rather than the optional Porsche Surface Coated Brakes or the Ceramic Brakes. Both optional of course.

The Macan Turbo though was a whole different ball game, and that’s the car we got to drive next.

The Macan Turbo is the big dog of the Macan line-up. The Macan you want to have.

It offers the same performance figures as the Macan GTS, and that’s because the updated Turbo model is yet to be introduced.

Despite that, the driving experience between the two is vastly different.

Both cars have twin-turbo engines.

But the engine note in the Turbo is deeper while the GTS has a screaming engine note that mimics a naturally-aspirated engine.

It almost sounds like the sound has been artificially induced and piped into the cabin through the speakers, similar to what Porsche has done with the Taycan.

Artificially induced sounds are not new to the industry, but it is a bit of a let down because there’s nothing better than a raw engine note. Not what a car maker thinks an engine should sound like.

But it is what it is.

And that is quickly overlooked as you put your foot down and the car lurches forward before your brain even registers what is going on.

Jumping from the GTS into the Turbo, we really didn’t think the difference will be all that big. But it is truly vast.

Perhaps it is the way that power is delivered, or how the sound is generated. But the performance in the Macan Turbo is how a Porsche should ideally perform.

Brakes too are much more confidence inspiring in the Turbo model we drove.

We found ourselves braking later and turning in deeper into a corner. A true performance machine the Macan Turbo definitely was.

And that is no surprise considering the Turbo is the flagship model of the Macan line up.

Our experience at the Porsche World Road Show at SIC ended with the Macans.

And though it was similar to the one we attended in 2018/2019, it was still perfectly laid out for us to experience Porsches at their finest.

And if there is one thing we can say about modern Porsches, it is that they are a complete paradox.

On one side you have a race car for the road with the GT3.

And on another side you have a tree-hugging electric supercar in the Taycan Turbo S.

Then you have the ultra-capable go anywhere Cayenne.

And the Macans are the cute in betweens if you don’t want something too big but with fun performance.

If there is one car maker that is completely future-proof to whatever may come in the next 10 years, it would be Porsche.

And there are rumours that Porsche may make an entry into the wonderful world of Formula 1.

Either as an engine supplier or as a works team remains to be seen.

Whatever comes, it is an awesome time to be a Porsche owner.

One Lap Around Sepang Circuit With The New 992 Porsche GT3!

Keeping up with Porsche can hurt the brain.

At one point the company is winning races with some of the greatest race cars of our generation with full fledged internal combustion engines.

And at another point, the company is building the most efficient and fun to drive electric cars the world has seen.

It almost seems like the company is caught in a conundrum of sorts. But it is definitely a future proof approach to the current problems faced by manufacturers.

Porsche has not lost sight of its roots either, as this writer found out during the recent Porsche World Road Show that took place at the Sepang International Circuit (SIC) recently.

Part of the event included a single lap around SIC with the GT3.

But of course there was a lead car. Porsche Malaysia doesn’t trust local motoring journos to go out on their own after some local publications couldn’t return the Porsches given to them in the same way they received it. Putting it lightly there.

I don’t blame their distrust. I was just happy to get to drive the GT3. One lap or not. Lead car or not.

The Porsche GT3 is the road going race car you want but without the extremities of the GT3RS or the manic attitude of the GT2.

It doesn’t have the roll cage of the RS, or the bullish attitude.

But it still has the eagerness, that front end whose only responsibility is to steer and as such feels like a living, breathing extension of your arms.

This time though, in 992 guise, the GT3 feels like it knows what you are about to do even before you know it yourself.

Perhaps this is telepathic character that has been engineered into the car from decades of racing.

And since the GT3 is essentially a race car for the road that actively participates in various race series around the world, you can think of the 992 GT3 as a moving, roaring archive with the collective knowledge of racing drivers from all around the world.

And the result is one of the greatest driving experience you will ever have.

It is the summary of an engineering marvel of an engine, perfect handling and tyres that will stick to a wall when hot.

But in the 992 GT3, you can add advanced aerodynamics to the mix because it features strategically placed vents and a new, massive rear wing that sucks and pushes the car down in corners.

What this ultimately results in is a car that goes anywhere your nose points without a moment of hesitation.

This wild handling is also assisted by the fact that the GT3 now comes with double-wishbone suspension at the front, or as the Americans put it, a control-arm front suspension.

This suspension is not new technology, the GT3 Cup car has been using it for yonks!

But it is now available in a road going 911 for the first time in 58 years.

The engineers will tell you that the benefits of a double-wishbone suspension is that the entire surface of the tyre is now in contact with the road. Rather than only parts of it reaching the surface.

So when the entire tyre is being used to steer the car, you get super quick reaction time to the tiniest steering input. Making the front end feel like it were on rails.

Then comes the engine.

Based on the same engine that powers the 911 GT3R, 911 Cup and the 911 RSR, the flat-six engine is race proven, a proper race champion that has been slightly modified for road legality.

The 4.0-litre naturally-aspirated engine puts out 502hp and 470Nm of torque.

It enables the GT3 to accelerate to 100km/h in just 3.4 seconds. And it tops out at an amazing 320km/h.

It offers a sound that can only be described as hypnotic, and Porsche made no effort to dampen the sound save for some carpeting that makes the interior a little more comfortable for day to day use.

The race-based engine offers race based technology such as six individual throttle valves per cylinder. The result of this is an engine that responds to every flex of your toe.

The engine is mated to a seven-speed twin-clutch gearbox (a six-speed manual is also available).

Shifts are of course mili-second quick. Porsche’s PDK gearbox has been around since 2008 and has been continuously refined over the years for speed, accuracy and durability.

The interior is of course the same as every 992 generation 911.

What I truly like about the new generation 911 is the instrument cluster.

While marque’s like Ferrari have digitised the entire meter panel, Porsche has stayed true to its roots; the rpm dial is still analogue and still sits prominently at the centre of the meter panel.

I appreciate that, and while I understand the advent of digitisation, I am grateful to Porsche for keeping the analogue rpm dial.

GT3’s have always offered an amazing driving experience with an race-derived engine and handling that mimics a race car.

The new 992 GT3 is no different, yet takes it a notch further.

While it is available with the usual massive rear wing and aero wings around the car. The new GT3 is also available in something called the Touring Pack.

The Touring Pack will appeal to the gentleman racers who prefer their GT3 without the functional but potentially an eye sore of a rear wing.

Those who want to leave their racer boy image behind but can’t seem to shake off their love for an engaging drive.

In its place is an electronically adjustable rear wing that neatly tucks back in place and sits flush with the body work when not in use.

While the world embraces new technology with electric cars and some that can even drive themselves. The Porsche GT3 is proof that some things should never change, because no matter how advanced technology becomes, none can replace the driving experience a GT3 offers.

The GT3 is now available in Malaysia with prices starting from RM1.78 million.

All-New Porsche GT3 Debuts in Malaysia – Prices Start from RM1.76 mil!

Sime Darby Auto Performance (SDAP), the importer, distributor and custodian of the Porsche brand in Malaysia, today introduced the all-new Porsche GT3.

The GT3 can trace its roots back to back 1999 when Porsche needed a road going version of its race car for homologation purposes – and thus the GT3 was born.

Back then the GT3 offered the purest unadulterated driving experience a road car could offer. It was the closest a road driver could get to driving a race car.

Nothing has changed today as the GT3 is still hailed as the ultimate bridge between road and track.

Over seven editions later, the all-new GT3 offers one of the most advanced technologies available in a road legal race car.

It is lighter, faster and smarter and this results in a car that laps the legendary Nurburgring Nordschleife a full 17-seconds faster than its predecessor.

In Malaysia, the all-new GT3 made its debut at the Sepang International Circuit (SIC).

At the heart of the GT3 lays a naturally-aspirated 4.0-litre, six-cylinder engine that features individual throttle bodies for each of its six-cylinders.

This is unusual for a road car, but quite normal for a race car. And that is because the engine of the all-new GT3 is actually based on the race based 911 GT3R.

As such the new GT3 is puts out an astonishing 507hp and 470Nm of torque. This takes the GT3 to 100km/h in just 3.4 seconds and onto a top speed of 320km/h. Making the engine one of the most powerful naturally-aspirated engines ever produced.

As for the transmission, owners can choose between a 7-speed PDK dual-clutch gearbox, or a 6-speed manual GT sports gearbox that is about 20kg lighter than the auto box.

The all-new GT3 seems to have perfected a seemingly perfect package.

It not only offers a race-derived engine, but also offers race-derived handling.

For example, the front suspension of the GT3 consist of a double-wishbone layout taken from the Le Mans-winning 911 RSR race car.

Then there is the new swan-neck rear wing mounting and diffuser than are also from the 911 RSR. This allows for 50% more downforce without increasing drag.

The all-new GT3 also features a manually-adjustable rear wing and diffuser elements that can be set to increase downforce by up to 150% for maximum cornering speed.

The best thing about the all-new GT3 is that it is available with a Touring Package at no additional cost.

The Touring Package rids the car of such dramatics as the swan-neck rear wing, and offers the same exterior paint work all over.

Porsche (and SDAP) says the new Touring Package “is perfectly suited to sports car connoisseurs with a passion for understatement and classic driving pleasure”.

And so it may ride the GT3 of that massive carbon-fibre rear wing, but in place of the fixed wing, the 911 GT3 gets an automatically extending rear spoiler which offers the necessary downforce at high speeds.

As for the interior, the GT3 benefits from a a design that is in-line with the current 992 generation but GT3-specific instrument cluster that features a central rev counter that goes up to 10,000rpm, and is flanked by two high-resolution 7-inch displays featuring a new track screen.

As with all other 992 generation 911 models, the all-new GT3 also gets a centred high-resolution 10.9-inch touchscreen display with the latest Porsche Communication Management system with only navigation and Porsche Connect Plus.

This also supports the Porsche Track Precision App that helps drivers maximise their track sessions and improve lap times by providing detailed driving data, including live displays and video analysis.

The all-new Porsche GT3 is now available at all Porsche centres nationwide with prices starting from a cool RM1,766,244 with SST exemption.

Porsche Taycan Driven by Karamjit Singh – Behind The Scenes Story

They say that many good things happen at a bar. And I would agree to that, many good things have taken place at many watering holes. And one of those good things is the topic of this article.

There were three of us at a bar in Petaling Jaya, and one was no other than Malaysian rally legend himself – Karamjit Singh.

We were discussing many things that day, from how rally life was like back then, to how a mechanic forgot to add engine oil during a race, forcing Karamjit out of the race. And to how, despite being 59 years old now, he is faster today than he has ever been, you can watch Karamjit talking about that in the video below.

And then it came in the form of an email, the invite to drive one of the fastest electric cars ever built – the Porsche Taycan. And it struck me, why not get Karamjit to drive it, he was already sitting opposite me anyway.

“Bro, how would you like to drive an electric Porsche at Sepang,” I asked Karam.

The look he gave me was one of disbelief, the type that couldn’t believe I had just asked that question.

“Of course la, I have never driven an electric car before, what more an electric Porsche at Sepang. Im in,” was his reply.

The reply from our friends at Porsche was also of disbelief.

“You sure you want to send Karamjit ah? He will still have to drive like any other member of the media you know, he has to follow a pace car. He won’t be able to drive the car to its limit.”

Yes, Yes, I know, but it will be interesting to see what a rally champion has to say about the Taycan.

A couple of days passed, and I found myself picking up Karamjit and heading to Sepang Circuit at about 8am.

“I usually do the driving,” said Karamjit to me.

“Kinda in a hurry bro, you drive on the way back?” – was my nonchalant reply to this multiple time rally champion, only to realise what I had said a few moments later.

Nevertheless, I got some good driving tips all the way to Sepang.

“It is smaller than what the photos make it look like,” was Karam’s first comment upon seeing the Taycan for the first time.

“It is actually smaller than the Panamera,” was mine.

The Taycan is indeed smaller than the Panamera, and is one of the reasons why it is outselling the Panamera in some markets like the UK. And this is giving rise to speculation that the Panamera could be discontinued if this trend continues and the shift towards electric cars gets stronger.

But that’s a different story.

After breakfast, an introduction to the overall drive program as well as the instructors, all of whom have either worked with Karamjit in a racing capacity, or at some point or another, we got on with the drive.

First up, sitting position. This is where lead Porsche instructor Admi Shahrul demonstrated the ideal sitting position when driving the Taycan or any other car.

From my vantage point (because I was not given a drive seat since I chose to give up my seat for Karam), I found Karam listening attentively. I thought that was incredibly gracious of him, considering he probably understands the importance of sitting positions better than anyone else there that day.

After that came the acceleration test, a part that had some Malaysian motoring journalists and youtubers giggling like girls (insert eye roll emoticon here) after experiencing what is said to be one of the fastest acceleration in a production car this side of a hypercar.

The two cars on hand were the standard Taycan 4S as well as the Taycan Turbo (there was no Turbo S for us to experience that day).

I didn’t expect Karamjit to be fazed by the acceleration, after all this is the man who said that the most powerful car he had ever driven was the Ford Escort Cosworth Group A rally car, which is a proper fire breathing monster that puts out over 300hp at the wheel in a lightened and strengthened body (pictured below).

“The acceleration difference between the two cars is huge,” said Karamjit. There is zero wheel spin despite the Taycan 4S putting out 650Nm of torque (with Performance Battery Plus, and 640Nm without the dearer battery) while the Turbo puts out 850Nm. Of course this is due to the Traction Control and Electronic Stability Control playing a role in keeping the wheels in check during hard acceleration.

There is no telling how the car would have felt with all the electronic safety nets turned off, and if there is anyone that could have tamed an out of control electric car, it would be Karamjit. But there were strict instructions to not turn anything off.

When asked what he thought of the acceleration, Karamjit had this to say, “The Turbo is fantastic, the G-Force is amazing, there is no drama, it accelerates very fast in a straight line and it doesn’t twitch. It is an easy car to drive fast. I love the instance response.”

The next program was a classroom session that explained the intricacy of the Taycan, but after that there was the track drive and that is where Karamjit got to drive both the Taycan 4S and the Turbo around the north track of the circuit.

“You do feel some body roll in the Taycan in normal mode, but in Sport mode the handling is very impressive for such a heavy car. The brakes are not so bad either, this is a car that weighs over two tons so you have to brake much earlier.”

“I also took some corners at over 160km/h and it does feel like you’re driving a race car around some parts of the circuit, this is still a proper Porsche.”

When asked about whether there is anything he didn’t quite like about the Taycan, Karamjit simply pointed out that excessive body roll in normal mode (but perfectly fine in Sport and Sport Plus), and his concerns about charging the car.

“I like this car, there is no doubt that this is a sports car you can drive everyday, but the disadvantage it has is charging it.”

“You have to plan your route very carefully to ensure there are charging points. You then have to spend 20-30 minutes while the car charges up and then point the car towards the next charging station.”

“But in terms of driving, the Taycan is a fantastic experience. I really like the fact that it has four-wheel steering. This minimises the turning circle and makes such a heavy car feel quite agile in corners. I just don’t understand why people need four-wheel-steering to help them park the car.”

But ultimately, what does a rally legend who has spent a huge part of his life with internal combustion engines think of the paradigm shift towards electric cars?

“Electric cars are the future we have to accept that, I used to worry but this is a great example of how awesome an electric car can be. It drives well, it accelerates well, it stops well, and it is still very much a Porsche, and a great Porsche at that.”