I think it's going to conquer these roads
just as it unravelled the south of France with a tension and fluidity that was
breath-taking. Then the rear wheels roll into a deep rut as I exit our
favourite gravel car park (we've spent many, many days here sitting out the
rain and mist over the years) and the offside front wheel paws at the air a
good six inches clear of the uneven surface. Stiffly suspended 911s have always
done this little trick and it's just another clue that this 991 has more of the
old traits than any other we've tried up until now.
The
911 GT3’s interior is dominated by Alcantara, leather and interior parts in
Galvano Silver as well as brushed aluminium
In fact there's so much that's familiar.
The sensations come thick and fast - the spookily effective, almost surreal
traction, the way the tyres seem to squeeze into the surface through each
comer, and the short, sharp split-seconds where the tyres slip then grip. It
happens in the blink of an eye and there's no need for correction, but bound up
in those little spikes you feel the GT3's lateral stiffness and how hard it's
working its tyres. This is unmistakeable GT3 stuff, but it's overlaid with new
sensations, too. The way the front end reacts and then holds its line is quite
incredible. Ultimately the GT3 will still understeer, but you'll be travelling
very, very fast before it gives up and you'll need to be on your toes because
you'll be in the zone where understeer and oversteer almost overlap, so you'll
need to manipulate the car with confidence. However, for the most part it turns
where you point it, faster than you think it should, and then hooks up at the
rear even when you're buzzing the new engine right out to 9,000rpm.
The
Ferrari's interior is a very civilised affair with Manettino dial manages
gearbox, ABS, suspension, e-diff and stability control functions
To start with, the grip - front and rear –
and the engine when it hits that sweet patch of crazy resonance between 8,000
and 9,000rpm is all-consuming, but in time the detail starts to tell. The
standard steel brakes are superb, so progressive and offering such accuracy.
The damping is simply flawless, the body control is so flat and composed, and
there's such control in every facet of its dynamic make-up. It's not perfect,
of course. The steering is by any normal standards very good indeed and I love
the pinpoint precision it offers, but that texture that flowed back in the 996
and 997 GT3s is lost. Some will find that a relief, those who found the
busyness of the old rack too much, but for me it's something to mourn. Even so,
this is a mighty car-so fast, agile and controlled that it's hard to imagine
the 650S and Speciale could offer more, never mind justify their vast price
premiums.
The
650S's interior is a work of art; at night it’s particularly lovely, glowing
with digital clarity to its analogue feel
